Valvetrain control systems for internal combustion engines with different intake and exhaust leading modes

ABSTRACT

A valve control system for an internal combustion engine includes a valve actuation system. The valve actuation system actuates at least one of an intake valve and an exhaust valve between N open lift modes via lift control valves. The control module enables transitioning of at least one of the intake valve and the exhaust valve between the N open lift modes. The control module defines M valve leading modes that indicate whether the intake valve transitions between the N open lift modes before, during the same time period, or after the exhaust valve. The control module selectively transitions the intake valve and the exhaust valve based on a current one of the M valve leading modes. N and M are integers greater than one.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional Application No.60/993,047, filed on Sep. 7, 2007. This application is related to U.S.patent application Ser. No. 12/062,869 filed on Apr. 4, 2008, U.S.patent application Ser. No. 12/062,890 filed on Apr. 4, 2008, U.S.patent application Ser. No. 12/062,918 filed on Apr. 4, 2008, and U.S.patent application Ser. No. 12/062,938 filed on Apr. 4, 2008. Thedisclosures of the above applications are incorporated herein byreference in their entirety.

FIELD OF THE INVENTION

The present invention relates to internal combustion engines, and moreparticularly to valve train systems of internal combustion engines andcontrol thereof.

BACKGROUND OF THE INVENTION

The background description provided herein is for the purpose ofgenerally presenting the context of the disclosure. Work of thepresently named inventors, to the extent it is described in thisbackground section, as well as aspects of the description that may nototherwise qualify as prior art at the time of filing, are neitherexpressly nor impliedly admitted as prior art against the presentdisclosure.

A homogeneous charge compression ignition (HCCI) refers to a form ofinternal combustion within an internal combustion engine. HCCIcompressing a mixture of fuel and oxidizer to a point of auto-ignition.The auto-ignition release chemical energy that is translated into workand heat. In an HCCI engine ignition occurs at several places at a timewhich makes a fuel/air mixture burn nearly simultaneously. An HCCIengine performs closer to an ideal OTTO cycle, provides improvedoperating efficiency (operates leaner), and generates less emissionsthan spark ignition engines, However, since there is no direct initiatorof combustion, the ignition process is inherently challenging tocontrol.

To achieve dynamic operation in an HCCI engine a control system mayalter the conditions that induce combustion. For example, a controlsystem may adjust compression ratios, induced gas temperature, inducedgas pressure, or the quantity of retained or reinducted exhaust. Severalapproaches have been used to perform the stated adjustments and thusextend the HCCI operating region by providing finer control overtemperature-pressure-time histories within a combustion chamber.

One approach is variable valve timing. Compression ratios can becontrolled by adjusting when intake valves close. The amount of exhaustgas retained in a combustion chamber can be controlled by valvere-opening and/or valve overlap. Variable valve timing is limited incontrol over the auto-ignition process.

Another approach that is used to further increase control is referred toas a “2-step” intake valve lift approach. The 2-step intake valve liftapproach includes switching intake valve modes of operation between aHIGH lift mode and a LOW lift mode, which have corresponding liftprofiles. During the HIGH lift mode, the intake valves are lifted to aHIGH level to allow for a predetermined volume of air to enter thecorresponding cylinders. During the LOW lift mode, the intake valves arelifted to a LOW level, which allows a smaller predetermined volume ofair to enter the corresponding cylinders relative to the HIGH lift mode.Current 2-step approaches tend to exhibit inconsistent and non-uniformlift transitions and thus inconsistent end results.

SUMMARY

In one exemplary embodiment, a valve control system for an internalcombustion engine includes a valve actuation system that actuates eachof an intake valve and an exhaust valve between a N open lift modeswhere N is an integer greater than one. A control module defines aswitching window having a start time based on intake valve timing and anend time based on exhaust valve timing. The control module enablestransitioning of at least one of the intake and exhaust valves betweenthe N open lift modes based on the switching window.

In other features, a valve control system for an internal combustionengine is provided and includes a vehicle control module that generatesa lift mode command signal to transition at least one of an intake valveand an exhaust valve between N open lift modes, where N is an integergreater than one. A time module generates a response time signal thatindicates a duration for performing the transition and a lift limitsignal that disables the transition. The time module generates theresponse time signal and the lift limit signal based on a current liftmode signal and a status signal. The current lift mode signal indicatesa current lift state of at least one of the intake valve and the exhaustvalve. The status signal indicates status of a lift control valve. Thelift control valve actuates at least one of the intake valve and theexhaust valve. The event module generates the current lift mode signaland the status signal based on the lift command signal, the responsetime signal, and the lift limit signal. At least one of the time andevent modules enables the transition.

In other features, a valve control system for an internal combustionengine is provided and includes a valve actuation system that actuatesat least one of an intake valve and an exhaust valve between N open liftmodes, where N is an integer greater than one. A control module enablestransitioning of at least one of the intake and exhaust valves betweensaid N open lift modes based on at least one of an oil pressure signal,a lift control valve temperature, and an oil temperature.

In other features, a valve control system for an internal combustionengine is provided and includes a valve actuation system. The valveactuation system includes at least one of first and secondconfigurations. The first configuration includes a shared lift controlvalve that actuates an intake valve and an exhaust valve between N openlift modes, where N is an integer greater than one. A secondconfiguration includes a first lift control valve that actuates theintake valve and not the exhaust valve and a second lift control valvethat actuates the exhaust valve and not the intake valve between the Nopen lift modes. A control module that enables transitioning of at leastone of the intake and exhaust valves between the N open lift modes forthe first and second configurations.

In other features, a valve control system for an internal combustionengine is provided and includes a valve actuation system. The valveactuation system includes lift control valves that actuate at least oneof an intake valve and an exhaust valve between N open lift modes, whereN is an integer greater than one. A control module enables transitioningof at least one of the intake valve and the exhaust valve between theopen lift modes. The control module synchronizes transitions between theN open lift modes with crankshaft and valvetrain timing. The controlmodule generates an engine position synchronization signal based on thetransitioning.

In other features, a valve control system for an internal combustionengine is provided and includes a valve actuation system. The valveactuation system actuates at least one of an intake valve and an exhaustvalve between N open lift modes via lift control valves. The controlmodule enables transitioning of at least one of the intake valve and theexhaust valve between the N open lift modes. The control module definesM valve leading modes that indicate whether the intake valve transitionsbetween the N open lift modes before, during the same time period, orafter the exhaust valve. The control module selectively transitions theintake valve and the exhaust valve based on a current one of the M valveleading modes. N and M are integers greater than one.

Further areas of applicability will become apparent from the descriptionprovided herein. It should be understood that the description andspecific examples are intended for purposes of illustration only and arenot intended to limit the scope of the present disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will become more fully understood from thedetailed description and the accompanying drawings, wherein:

FIG. 1 is a functional block diagram of an internal combustion enginesystem incorporating valve lift control in accordance with an embodimentof the present disclosure;

FIG. 2 is a functional block diagram of a valve lift control circuit inaccordance with an embodiment of the present disclosure;

FIG. 3 is a perspective view of a switchable valve lift actuatingmechanism in relation to a set of camshaft lobes and in accordance withan embodiment of the present disclosure;

FIG. 4 is an exploded view of the switchable valve lift actuatingmechanism of FIG. 3;

FIG. 5 is a side cross-sectional view of lift pin actuating portion ofthe switchable valve lift actuating mechanism of FIG. 3;

FIG. 6 is a side perspective view of rocker assembly of the switchablevalve lift actuating mechanism of FIG. 3;

FIG. 7 is another side perspective view of rocker assembly of theswitchable valve lift actuating mechanism of FIG. 3;

FIG. 8 is an intake and exhaust valve opening signal diagramillustrating a lift switching window in accordance with an embodiment ofthe present disclosure;

FIG. 9 is another intake and exhaust valve opening signal diagramillustrating a lift switching window in accordance with an embodiment ofthe present disclosure;

FIG. 10 is still another intake and exhaust valve opening signal diagramillustrating a high to low switching window in accordance with anembodiment of the present disclosure;

FIG. 11 is a response time signal diagram for high to low lift inaccordance with an embodiment of the present disclosure;

FIG. 12 is a response time signal diagram for low to high lift inaccordance with an embodiment of the present disclosure;

FIG. 13 is a bar graph illustrating switch window size variationrelative to engine speed in accordance with an embodiment of the presentdisclosure;

FIG. 14 is a functional block diagram of a valve control system inaccordance with an embodiment of the present disclosure;

FIG. 15 is a functional block diagram of a time module of the valvecontrol system of FIG. 14;

FIG. 16 is a functional block diagram of a response time module of thetime module of FIG. 15;

FIG. 17 is a functional block diagram of a lift mode limit module ofFIG. 15;

FIG. 18 is a functional block diagram of a voltage limit module of FIG.17;

FIG. 19 is a functional block diagram of a voltage low lift module ofFIG. 18;

FIG. 20 is a functional block diagram of a voltage high lift module ofFIG. 18;

FIG. 21 is a functional block diagram of a speed limit module of FIG.17;

FIG. 22 is a functional block diagram of a speed low lift module of FIG.21

FIG. 23 is a functional block diagram of a speed high lift limit moduleof FIG. 21

FIG. 24 is a functional block diagram of a engine oil temperature limitmodule of FIG. 17;

FIG. 25 is a functional block diagram of a engine oil temperature lowlift module of FIG. 24;

FIG. 26 is a functional block diagram of a engine oil temperature highlift module of FIG. 24;

FIG. 27 is a functional block diagram of a engine oil pressure modelmodule of FIG. 17;

FIG. 28 is a functional block diagram of a engine oil pressure limitmodule of FIG. 17;

FIG. 29 is a functional block diagram of a number of solenoid ON moduleof FIG. 28;

FIG. 30 is a functional block diagram of a four solenoid ON module ofFIG. 28;

FIG. 31 is a functional block diagram of a two solenoid ON module ofFIG. 28;

FIG. 32 is a functional block diagram of a zero solenoid ON module ofFIG. 28;

FIG. 33 is a functional block diagram of a window limit module of FIG.17;

FIG. 34 is a functional block diagram of a pin response angle module ofFIG. 33;

FIG. 35 is a functional block diagram of an event module of FIG. 14;

FIG. 36 is a functional block diagram of a limit low lift module of FIG.35;

FIG. 37 is a functional block diagram of a solenoid hardwareinput/output (HWIO) control module of FIG. 35;

FIG. 38 is a functional block diagram of a portion of a target anglebased parameter module of FIG. 37;

FIG. 39 is a functional block diagram of another portion of the targetangle based parameter module of FIG. 37;

FIG. 40 is a functional block diagram of a target and switching windowmodule of FIG. 39;

FIG. 41 is a functional block diagram of a target and switching windowmodule of FIG. 40;

FIG. 42 is a functional block diagram of a window high low exhaust valvemodule of FIG. 41;

FIG. 43 is a functional block diagram of an exhaust two solenoid moduleof FIG. 42;

FIG. 44 is a functional block diagram of an exhaust four solenoid moduleof FIG. 42;

FIG. 45 is a functional block diagram of an intake four solenoid moduleof FIG. 42;

FIG. 46 is a functional block diagram of a lift sequence module of FIG.37;

FIG. 47 is a functional block diagram of an exhaust lift control moduleof FIG. 37;

FIG. 48 is a functional block diagram of a mode switch case module ofFIG. 47;

FIG. 49 is a functional block diagram of an exhaust case two low-to-highmodule of FIG. 47;

FIG. 50A is a logic flow diagram illustrating a method of controlling avalvetrain in accordance with an embodiment of the present disclosure;

FIG. 50B is a continuance of FIG. 50A;

FIG. 50C is a continuance of FIGS. 50A-50B;

FIG. 50D is a continuance of FIGS. 50A-50C; and

FIG. 51 is a state flow diagram illustrating a method of controlling avalvetrain in accordance with another embodiment of the presentdisclosure.

DETAILED DESCRIPTION

The following description is merely exemplary in nature and is in no wayintended to limit the disclosure, its application, or uses. For purposesof clarity, the same reference numbers will be used in the drawings toidentify similar elements. As used herein, the phrase at least one of A,B, and C should be construed to mean a logical (A or B or C), using anon-exclusive logical or. It should be understood that steps within amethod may be executed in different order without altering theprinciples of the present disclosure.

As used herein, the term module refers to an Application SpecificIntegrated Circuit (ASIC), an electronic circuit, a processor (shared,dedicated, or group) and memory that execute one or more software orfirmware programs, a combinational logic circuit, and/or other suitablecomponents that provide the described functionality.

Also, as used herein, the term combustion cycle refers to thereoccurring stages of an engine combustion process. For example, in a4-stroke internal combustion engine, a single combustion cycle may referto and include an intake stroke, a compression stroke, a power strokeand an exhaust stroke. The four-strokes are continuously repeated duringoperation of the engine.

In addition, although the following embodiments are described primarilywith respect to example internal combustion engines and homogeneouscharge compression ignition (HCCI) engines, the embodiments of thepresent disclosure may apply to other internal combustion engines. Forexample, the present invention may apply to compression ignition, sparkignition, homogenous spark ignition, stratified spark ignition, andspark assisted compression ignition engines.

Also, in the following described Figures, reference labels that refer tosignals, devices, objects, elements, etc. in one Figure may or may notrefer to other signals, devices, objects, elements, etc. in anotherFigure, which have the same reference label. For example, a signal in afirst figure that has the same reference label as a signal in a secondfigure may be the same signal, may refer to a similar signal, a similarsignal generated during a different time period, or may be a differentsignal.

Referring now to FIG. 1, a functional block diagram of an internalcombustion engine system 50, more specifically, an HCCI engine systemincorporating variable valve lift control is shown. The HCCI enginesystem 50 is on a vehicle 52 and includes a HCCI engine 54, a valve liftcontrol system 56, and an exhaust system 58. The valve lift controlsystem 56 controls variable opening lift operation of intake and exhaustvalves of the engine 54. The intake and exhaust valves of the engine 54may each operate in 2-step, multi-step, or variable lift modes. The2-step mode may include, for example, HIGH lift and LOW lift modes. Themulti-step mode may include any number of lift modes. The variable liftmode refers to continuously variable control over lift position ofintake and exhaust valves. The embodiments disclosed herein providerepeatable, consistent, uniform, and reliable control over operation ofintake and exhaust valves and mode transition thereof. The variablevalve lift control system 56 operates based on various characteristicsand parameters of the engine 54.

The engine 54 has cylinders 60. Each cylinder 60 may have one or moreintake valves and/or exhaust valves. Each cylinder 60 also includes apiston that rides on a crankshaft 62. The engine 54 is configured withat least a portion of the valve lift control system 56 and may beconfigured with an ignition system 64 with an ignition circuit 65. Theengine 54 is also configured with a fuel injection circuit 67, and theexhaust system 58. The engine 54 includes an intake manifold 66. Theengine 54 combusts an air and fuel mixture to produce drive torque. Theengine 54, as shown, includes four cylinders in an in-lineconfiguration. Although FIG. 2 depicts four cylinders (N=4), it can beappreciated that the engine 54 may include additional or fewercylinders. For example, engines having 2, 4, 5, 6, 8, 10, 12 and 16cylinders are contemplated. It is also anticipated that the fuelinjection control of the present invention can be implemented in aV-type or another type of cylinder configuration.

An output of the engine 54 is coupled by a torque converter 70, atransmission 72, a driveshaft 74 and a differential 76 to driven wheels78. The transmission 72 may, for example, be a continuously variabletransmission (CVT) or a step-gear automatic transmission. Thetransmission 72 is controlled by a vehicle control module 80.

The valve lift control system includes an intake and exhaust valveassembly (head) 79, the control module 80, and various sensors. Some ofthe sensors are shown in FIGS. 1, 2 and 12. The control module 80controls lift operation of intake and exhaust valves of the valveassembly 79.

Air is drawn into the intake manifold 66 via an electronic throttlecontroller (ETC) 90, or a cable-driven throttle, which adjusts athrottle plate 92 that is located adjacent to an inlet of an intakemanifold 66. The adjustment may be based upon a position of anaccelerator pedal 94 and a throttle control algorithm that is executedby the control module 80. The throttle 92 adjusts airflow and intakemanifold pressure that affects output torque that drives the wheels 78.An accelerator pedal sensor 96 generates a pedal position signal that isoutput to the control module 80 based on a position of the acceleratorpedal 94. A position of a brake pedal 98 is sensed by a brake pedalsensor or switch 100, which generates a brake pedal position signal thatis output to the control module 80.

Air is drawn into the cylinders 60 from the intake manifold 66 and iscompressed therein. Fuel is injected into cylinders 60 by the fuelinjection circuit 67 and the spark generated by the ignition system 64ignites the air/fuel mixtures in the cylinders 60. Exhaust gases areexhausted from the cylinders 60 into the exhaust system 58. In someinstances, the engine system 80 can include a turbocharger that uses anexhaust driven turbine to drive a compressor that compresses the airentering the intake manifold 66. The compressed air may pass through anair cooler before entering into the intake manifold 66.

The fuel injection circuit 67 may include fuel injectors that areassociated with each of the cylinders 60. A fuel rail provides fuel toeach of the fuel injectors after reception from, for example, a fuelpump or reservoir. The control module 80 controls operation of the fuelinjectors including the number and timing of fuel injections into eachof the cylinders 60 and per combustion cycle thereof. The fuel injectiontiming may be relative to crankshaft positioning.

The ignition system 64 may include spark plugs or other ignition devicesfor ignition of the air/fuel mixtures in each of the cylinders 60. Theignition system 64 also may include the control module 80. The controlmodule 80 may, for example, control spark timing relative to crankshaftpositioning.

The exhaust system 58 may include exhaust manifolds and/or exhaustconduits, such as the conduit 110 and a filter system 112. The exhaustmanifolds and conduits direct the exhaust exiting the cylinders 60 intofilter system 112. Optionally, an EGR valve re-circulates a portion ofthe exhaust back into the intake manifold 66. A portion of the exhaustmay be directed into a turbocharger to drive a turbine. The turbinefacilitates the compression of the fresh air received from the intakemanifold 66. A combined exhaust stream flows from the turbochargerthrough the filter system 112.

The filter system 112 may include a catalytic converter or an oxidationcatalyst (OC) 114 and a heating element 116, as well as a particulatefilter, a liquid reductant system and/or other exhaust filtration systemdevices. The heating element 116 may be used to heat the oxidationcatalyst 114 during startup of the engine 54 and be controlled by thecontrol module 80. The liquid reductant may include urea, ammonia, orsome other liquid reductant. Liquid reductant is injected into theexhaust stream to react with NOx to generate water vapor (H₂O) and N₂(nitrogen gas).

The valve lift control system 56 further includes an engine temperaturesensor 118 and an exhaust temperature sensor 120. The engine temperaturesensor 118 may detect oil or coolant temperature of the engine 54 orsome other engine temperature. The exhaust temperature sensor 120 maydetect temperature of the oxidation catalyst 114 or some other componentof the exhaust system 58. The temperatures of the engine 54 and theexhaust system 58 may be indirectly determined or estimated based onengine and exhaust operating parameters and/or other temperaturesignals. Alternatively, the temperatures of the engine 54 and theexhaust system 58 may be determined directly via the engine and exhausttemperature sensors 118, 120.

Other sensor inputs collectively indicated by reference number 122 andused by the control module 80 include an engine speed signal 124, avehicle speed signal 126, a power supply signal 128, oil pressure signal130, an engine temperature signal 132, and a cylinder identificationsignal 134. The sensor input signals 124-134 are respectively generatedby engine speed sensor 136, vehicle speed sensor 138, a power supplysensor 140, an oil pressure sensor 142, an engine temperature sensor144, and cylinder identification sensor 146. Some other sensor inputsmay include an intake manifold pressure signal, a throttle positionsignal, a transmission signal, and manifold air temperature signal.

The valve lift control system 56 may also include one or more timingsensors 148. Although the timing sensor 148 is shown as a crankshaftposition sensor, the timing sensor may be a camshaft position sensor, atransmission sensor, or some other timing sensor. The timing sensorgenerates a timing signal that is indicative of position of one or morepistons and/or a crankshaft and/or a camshaft.

Referring now to FIG. 2, a functional block diagram of a valve liftcontrol circuit 150 is shown. The valve lift control circuit 150includes an intake/exhaust valve assembly 152 that receives oil from anoil reservoir 154 via an oil pump 156. The oil is filtered through anoil filter 158 prior to reception by the valve assembly 152. The vehiclecontrol module 80 controls lift operation of intake and exhaust valves160, 162 of the valve assembly 152.

The valve assembly 152 includes the intake and exhaust valves 160, 162,which have open and closed states and are actuated via one or morecamshafts 164. A dedicated intake camshaft and a dedicated exhaustcamshaft may be included. In another embodiment, the intake and exhaustvalves 160, 162 share a common camshaft. When in an open state theintake and exhaust valves 160, 162 may be operating in various liftmodes, some of which are mentioned above.

The valve assembly 152 also includes valve lift mode adjustment devices170. The lift mode adjustment devices 170 may include oil pressurecontrol valves 172 and valve lift control valves, such as solenoids 174.Other lift mode adjustment devices 176, such as lift pins, levers,rockers, springs, locking mechanisms, tappets, etc may be included.Examples of lift mode adjustment devices are shown in FIGS. 3-7 and arepart of a switchable valve lift actuating mechanism.

The valve lift control circuit 150 may include an oil temperature sensor180 and/or an oil pressure sensor 182. The vehicle control module 80signals the oil pressure control valves 172 based on temperature andpressure signals received from the temperature and pressure sensors 180,182.

Referring now to FIGS. 3-7, perspective, exploded and sidecross-sectional views of a switchable valve lift actuating mechanism 200are shown.

The switchable valve lift actuating mechanism 200 includes a valve lever(follower) 202 on which circular rollers 204 and 205 are attached. Therollers 204 are associated with HIGH lift mode operation. The rollers205 are associated with LOW lift mode operation. During the HIGH liftmode a valve 206 is lifted or actuated to a first predeterminedposition. During the LOW lift state the valve 206 is lifted or actuatedto a second predetermined position. The valve 206 is actuated furtheraway from a closed position when in the first predetermined position, asopposed to when in the second predetermined position. The rollers 204,when in a HIGH state, come in contact with HIGH lift lobes 208.Unlatching of the bracket 226, allows the rollers 204 to move withoutaffecting camlift. This allows the rollers 205 to contact the LOW liftlobe 210. The rollers 205, when rotated to a LOW state, come in contactwith LOW lift lobes 210 of the camshaft.

The switchable valve lift actuating mechanism 200 further includes alift pin assembly 220, which includes a lift pin 222 and a lockingmechanism 224. Oil enters and exits the valve lever 202 to extend andretract the lift pin 222. A bracket 226 is rotated based on actuation ofthe lift pin 222. Rotation of the bracket 226 raises and lowers thebushings 204.

For a further description of the switchable valve lift actuatingmechanism see International Patent Application No. WO 2007/017109entitled, “Switchable Valve Actuating Mechanism”, which is alsoincorporated by reference herein. The embodiments of the presentdisclosure may apply to other valve lift actuating mechanisms and/orsystems. A couple other valve lift actuating systems are shown in U.S.Pat. No. 6,343,581 entitled, “Variable Valve Timing and Lift Structurefor Four Cycle Engine” and U.S. Pat. No. 7,213,566 entitled, “EngineSystem and Method of Control”, which are incorporated herein byreference.

Also, although the embodiments disclosed herein are primarily describedwith respect to operating in dual modes, such as a high lift and a lowlift mode, the embodiments are not limited to dual mode operation. Theembodiments apply to operation that includes more than two modes andcontinuous variable lift operation.

Transition between HIGH and LOW lift modes occurs when the camshaft isriding on the base circle and not when the camshaft is riding on one ofthe HIGH or LOW lift lobes. An example of a base circle for the HIGHlift lobe 208 is shown and numerically designated as 228. The basedcircle 228 is the lower circular portion of the camshaft associated withthe HIGH lift lobe 208.

Transitioning when off of the lobes of a camshaft prevents damage tolift pins, such as the lift pin 222. When the camshaft is riding on thebase circle there is minimum load on the corresponding lift pins. Avalvetrain control circuit may be configured to be pressurized when inLOW lift mode (unlatch pin) and unpressurized when in HIGH lift mode(pin latched) or vice versa. When in LOW lift mode oil pressure ismaintained to prevent pin from transitioning to HIGH lift mode. Oilpressure at or near the solenoids that control pin operation may bedirectly sensed or estimated. Control may estimate oil pressure at thesolenoids based on oil pressure at the gallery or at a point upstreamfrom the solenoids. Engine speed may be lower when in LOW lift mode andhigher when in HIGH lift mode. HIGH lift mode may be associated withincreased engine performance and LOW lift mode may be associated withincreased fuel economy.

Referring now to FIG. 8, an intake and exhaust valve opening signaldiagram illustrating a switching window 230 is shown. The switchingwindow 230 represents a crank angle window available or the timeavailable to switch between open lift modes, such as HIGH and LOW openlift modes. The signal diagram includes a synchronized event signal 232,a first start angle signal 234, a second start angle signal 236, atarget angle signal 237, a switching window signal 238, a cylinder 2intake signal 240, a cylinder 2 exhaust signal 242, a cylinder 1 intakesignals 244, and a cylinder 1 exhaust signals 246.

FIG. 8 illustrates a timing window for lift transitioning with maximumexhaust and intake cam overlap. Actual transition to LOW lift is notshown in FIG. 8, but can be seen in FIG. 10. The cylinder signals237-246 illustrate open and closed states of intake and exhaust valvesfor HIGH lift and when transitioning between HIGH and LOW lift modes mayoccur. The example timing window is provided when exhaust valves may beswitched between lift modes prior to intake valves. Exhaust and Intakevalves may be switched during the same time period or simultaneously.Also, intake valves may be switched prior to exhaust valves.

The example switching window shown begins when cylinder one intake valveis off the base circle and is starting lift or, in other words, afterthe rising edge of one of the cylinder 1 intake signals 244. Theswitching window may begin after a predetermined amount of lift of avalve and prior to full lift of that valve. Full lift referring to amaximum amount of lift associated with a given lift mode. Two curves areprovided for each on the intake and exhaust valves on first and secondcylinders, the first is associated with a first HIGH lift value and thesecond is associated with a second HIGH lift value. The HIGH lift valuesrepresent travel distance or the amount of transitional movement of avalve. The intake and exhaust valves for cylinders 1 and 2 may operateoff of a single solenoid (one solenoid for both intake and for bothexhaust valves), dual solenoids (one for intake valves and one forexhaust valves), or four solenoids (one for each valve).

The size and position in time of a switching window may vary based oncamshaft timing/phasing and the number of lift control valves used. Forexample, when a lift control valve is used to control both intake andexhaust valves, the associated switching window may vary position intime and decrease in size with relative exhaust and intake camshafttiming. As another example, when separate lift control valves are usedfor intake and exhaust valves, the associated switching window size mayremain constant, but position in time of the switching window may varywith camshaft timing.

There is a lapse in time from when a transition command signal isgenerated from when a switch between HIGH and LOW lift modes occurs. Astart angle refers to when a transition command signal is generated. Atarget angle refers to when the oil pressure signal change to control aswitch between open lift modes, such as a HIGH to LOW lift switch isintended to occur. A switch occurs after oil pressure changes, and whenthe cam lobe is on the base circle. The target angle varies with theswitching window as a function of engine speed.

The first and second start angle signals 234, 236 provide example startangles for different engine operating speeds. The first start anglesignal 234 is associated with a first engine speed that is faster thanthe second engine speed associated with the second engine speed signal236. Duration 250 represents lead time between the first start angle anda target angle 251. Duration 252 represents lead time between the secondstart angle and the target angle. The start angles and target anglecorrespond to crankshaft rotation angles. In one embodiment theswitching window begins at approximately 1 mm of lift on intake valve ofcylinder 1 and ends at start of lift on exhaust valve of cylinder 2, asshown in FIGS. 8 and 9. Timing windows may be generated that areassociated with camshaft rotation angles. Control of intake and exhaustvalve timing is synchronized relative to the switching window.

Referring now to FIG. 9, another intake and exhaust valve opening signaldiagram illustrating a switching window is shown. The diagram of FIG. 9is similar to the diagram of FIG. 8, however, camshaft positioning isdifferent relative to a crankshaft. The size and position in time of theswitching window changes with camshaft positioning or phasing relativeto a crankshaft.

For the embodiments of FIGS. 8 and 9, the switching window 260 of FIG. 9is smaller than the switching window 230. FIG. 8 provides a maximumoverlap example and FIG. 9 provides a minimum overlap example.

The signal diagram of FIG. 9 includes a synchronized event signal 272, afirst start angle signal 274, a second start angle signal 276, a targetangle signal 277, a switching window signal 278, a cylinder 2 intakesignal 280, a cylinder 2 exhaust signal 282, a cylinder 1 intake signals284, and a cylinder I exhaust signals 286. Duration 290 represents leadtime between the first start angle and a target angle 291. Duration 292represents lead time between the second start angle and the targetangle.

Referring now to FIG. 10, another intake and exhaust valve openingsignal diagram is shown. FIG. 10 illustrates a transition from HIGH liftto LOW lift. The signal diagram of FIG. 10 includes a cylinder 1 exhaustsignal 300, and a cylinder 1 intake signal 302, a cylinder 2 exhaustsignal 304, a cylinder 2 intake signal 306, switching windows 308, alift signal 310, a valvetrain lift signal 312. The switching windows 308indicate when oil pressure may change to allow a switch between liftmodes. The lift command signal 310 indicates a lift mode change isrequested. The valve train lift signal 312 indicates a current lift modeof intake and exhaust valves.

Target angles 314 are shown for when a change in oil pressure to changelift may be intended to occur once a change in lift is requested. Astart angle 316 is shown for when a switch is initiated after a liftcommand signal 318 is generated. There is a lapse in time, referred toas response time 320, between when a switch is initiated and when oilpressure changes for an intended switch occurs. The response time 320may be predetermined and thus the switch may be initiated based on theresponse time to achieve a switch when intended.

Referring now to FIG. 11, a response time signal diagram for high to lowlift is shown. Predicted and theoretical switching windows 340, 342 areshown for a two-step high-to-low transition. A solenoid voltage signal344 illustrates when a solenoid receives a command signal to switch modeof operation. Current signal 346 illustrates rise time of solenoidcurrent. A latch pin pressure signal 348 and a latch pin position signal350 illustrate increase in latch pin pressure and change in latch pinposition. The latch pin is not fully transitioned within the switchingwindows 340, 342 for the example shown.

Referring now to FIG. 12, a response time signal diagram for low to highlift is shown. Predicted and theoretical switching windows 360, 362 areshown for a two-step low-to-high transition. A solenoid voltage signal364 illustrates when a solenoid receives a command signal to switch modeof operation. Current signal 366 illustrates reduction time of solenoidcurrent. A latch pin pressure signal 368 and a latch pin position signal370 illustrate decrease in latch pin pressure and change in latch pinposition. The latch pin latches into HIGH lift at L2_LH. Thus, the latchpin latches prior to full transitioning of the latch pin and within theswitching windows 360, 362. The latch pin is not fully transitionedwithin the switching windows 360, 362 for the example shown.

Referring now to FIG. 13, a bar graph illustrating switch window sizevariation relative to engine speed is shown. Overall response time forswitching between modes can affect the ability to switch between modesdepending upon the engine speed. There are various times that may beaccounted for in determining an overall response time upon which to basea switch between modes. The times may include, for example, pressure tocomplete and start latch extension P1 and P2 minimums, latching of pins,latch response variation, solenoid response variation, pressure risevariation, pressure rise estimated error, latch response estimatederror, solenoid response estimated error, camshaft position error, etc.

FIG. 13 illustrates an example of an overall time 400 and switchingwindows 402, 404, and 406 associated with three different engine speeds.Switching window 404 has a slower associated engine speed than switchingwindow 402. Switching window 406 has a slower associated engine speedthan switching window 404. Note that the switching window size increaseswith a decrease in engine speed and an increase in negative valueoverlap (NVO). NVO is defined as the duration in crank angle betweenexhaust valve closing and intake valve opening. Thus, for the exampleprovided a switch may occur in association with the switching window 406and not in association with the switching windows 402 and 404.

Referring now to FIG. 14, a functional block diagram of a valve controlsystem 420 is shown. The valve control system 420 includes a vehiclecontrol module 422, sensors 424, valve lift control solenoids 426 andmemory 427. The vehicle control module 422 includes a main module 428, atime module 430 and an event module 432. The main module 428 controlsoperation including switching between operating modes of the valve liftcontrol solenoids 426 based on information stored in the memory 427,which is modified by the time module 430 and the event module 432. Thememory 427 may be part of the vehicle control module 422 or separate asshown.

The time module 430 determines estimations for valve control solenoidresponse 431 and limitations for switching between valve operating modes433. The time module 430 receives inputs from the sensors 424 and fromthe event module 432 and generates the estimations 431 and thelimitations 433 based thereon. The time module 430 determines responsetimes and may enable control of any number of lift control valves. Theresponse times, for example, may include response times associated withthe lift control valves and be based on oil temperatures and liftcontrol valve ON times. Response time of a lift control valve varieswith temperature.

The event module 432 allows or prevents switching between valveoperating modes and sets various flags, which include states of liftcontrol valves. The event module 432 receives a selected operating modesignal 434 from the main module 428 and determines whether a switch canbe made and how to make the switch based on parameters, such as responsetime, crank angle, low lift limits, engine speed, and camshaft phasing.The event module 432 determines whether to permit operation in theselected mode and/or a switch to operating in the selected mode based oninputs received from the sensors 424 and the time module 430.

The event module 432 receives the estimations 431 and limitations 433from the time module 430 and indicates a current operating lift(Lift_Mode) 435 and sets flags (LiftSol_Flags) 437 within the memory 427indicating whether a switch between modes is permitted or not permitted.A synchronization flag may be set when a switch has occurred and/or whena switch has been completed. The synchronization flag may be read by themain module 428. The main module may adjust fuel injection, ignitionsystem operation, etc. based on the synchronization flag.

As shown, the time module 430 and the event module 432 may haveassociated sensor sets 436 and 438. The first sensor set 436 may includeone or more power supply voltage sensors 440, oil pressure sensors 442,oil temperature sensors 444, and coolant temperature sensors 446. Thesecond sensor set 438 may include one or more crank shaft angle sensors448, cylinder identification sensors 450, exhaust valve camshaftposition sensors 452, and intake valve camshaft position sensors 454.The sensors 424 may also include an engine speed sensor 456.

The vehicle control module 422 may also include various counters 455,such as a cylinder event delay counter 457, a sequencing counter 459, orother counter. The counters 455, as described further below, may be usedwhen sequencing between different leading modes, such as an intakeleading mode, an exhaust leading mode, and a non-leading mode. Thecounters may also be used to account for when a lift control valveresponse time is longer than an engine cycle. An engine cycle may referto a number of intake, compression, ignition, and/or exhaust strokes.One engine cycle may include 4-strokes; the strokes respectivelyassociated with intake, compression, ignition, and exhaust.

The time module 430 and the event module 432 may be operating atdifferent speeds. In one embodiment, the time module 430 is operating apredetermined frequency and the event module 432 is synchronized tocrankshaft timing. The time module 430 may operate at a slower speedthan the event module 432. The time module 430 and the event module 432are in a closed loop arrangement and provide reliable and predictableopen lift mode transitioning.

The vehicle control module 422, the main module 428, the time module430, and the event module 432 may operate the valve lift controlsolenoids 426 in a multi-intake open lift mode, a multi-exhaust openlift mode, a combined intake and exhaust open lift mode, or in acombined single lift mode. In the multi-intake open lift mode, intakevalves have multiple open lift modes and exhaust valves have a singleopen lift mode. In the multi-exhaust open lift mode, exhaust valves havemultiple open lift modes and intake valves have a single open lift mode.In the combined intake and exhaust open lift mode, both intake andexhaust valves have multiple open lift modes. In the combined singlelift mode, the intake and exhaust valves each have a single open liftmode.

Although the following FIGS. 15-49 may be primarily described withrespect to one transition of lift mode switching, such as low to highlift switching or high to low lift switching, each of the Figures andassociated embodiments may apply to other modes of switching. Also,although the following FIGS. 15-49 may be primarily described withrespect to lift mode switching of exhaust or intake valves, each of theFigures and associated embodiments may apply to both exhaust and intakelift mode switching.

Referring now also to FIG. 15, a functional block diagram of the timemodule 430 of FIG. 14 is shown. The time module 430 includes a responsetime module 460 and a lift mode limit module 462. The response timemodule 460 generates the estimations 431 for valve control solenoidresponse. As shown, the response time module 460 receives a currentoperating mode signal (mode) 464, which is from the event module 432,and multiple sensors signals. The sensor signals may be received over abus 466. The sensor signals may include a power supply voltage (volts)signal 468, an engine oil temperature (EOT) signal 470, an engine oilpressure (EOP) signal 472 and an engine coolant temperature (ECT) signal474. The lift modes may include static modes of a high lift mode and alow lift mode and transitional modes of a high-to-low lift mode and alow-to-high lift mode.

The lift mode limit module 462 generates the limitations 433 forswitching between valve operating modes. The lift mode module 462 alsoreceives the signals 464, 468, 470, 472 and 474. The lift mode module462 further receives an engine speed (EngSpd) signal 476 and a lift flag(LiftFlags) signal 478. The LiftFlags 478 is from the event module 432and includes the above-described flags indicating switch status andswitching window size.

Referring now to FIG. 16, a functional block diagram of the responsetime module 460 of FIG. 15 is shown. The response time module 460includes a low-to-high response time module 480 and a high-to-lowresponse time module 482. The low-to-high response time module 480generates a low-to-high response time signal 484 based on the signals464, 468, 470, 472 and 474. The high-to-low response time module 482generates a high-to-low response time signal 486 based on the signals464, 468, 470, 472 474. Calibration or control signals 488, 490 may beprovided to activate the modules 480 and 482.

The modules 480 and 482 may have look-up tables and/or equations forgeneration of the high-to-low and low-to-high response time signals 484,486 based on the received inputs. The response time signals refer to theresponse times from voltage change to oil pressure change that startspin extension or retraction.

Referring now to FIG. 17, a functional block diagram of the lift modelimit module 462 of FIG. 15 is shown. The lift mode limit module 462 andthe provides switching limitations to protect hardware damage due tomistimed switching, unintended switches because of low oil pressure, andhigh speed operation in low lift. This provides predictable lift andprevents damage to switching pins. As stated above, and depending uponthe valve control system configuration, control may not operate in acertain engine speed range to prevent damage to switching pins.

The lift mode limit module 462 includes a voltage limit module 490, aspeed limit module 492, an engine oil temperature limit module 494, anengine oil pressure model module 495, an engine oil pressure limitmodule 496, a window limit module 498, and an engine coolant temperaturelimit module 500. The modules 490-500 receive the respective signals464, 468, 470, 472, 474, 476, and 478.

The voltage limit module 490 prevents operation or mode switching atvoltage levels below a threshold and at voltage levels above anotherthreshold. The voltage limit module 490 generates a margin power supply(M_Volt) signal and a disable power supply (D_Volt) signal based on themode 464 and the volts 468.

The speed limit module 492 prevents operation or mode switching atengine speeds below a threshold and at engine speeds above anotherthreshold. The speed limit module 492 generates a margin engine speed(M_RPM) signal and a disable engine speed (D_RPM) signal based on themode 464 and the EngSpd 476.

The engine oil temperature limit module 494 prevents operation or modeswitching when oil temperatures are below a threshold and when oiltemperatures are above another threshold. The engine oil temperaturelimit module 494 generates a margin engine oil temperature (M_EOT)signal and a disable engine oil temperature (D_EOT) signal based on themode 464 and the EOT 470.

The engine oil pressure model module 495 generates an engine oilpressure model (EOP Model) signal based on the EOP 472.

The engine oil pressure limit module 496 prevents operation or modeswitching when oil pressures are below a threshold and when oilpressures are above another threshold. The engine oil pressure limitmodule 496 generates a disable engine oil pressure (D_EOP) signal, anengine oil pressure limits (EOP_Limits) signal, and an engine oilpressure at the oil manifold assembly (EOP_OMA) signal based on the mode464, the EOT 470 and the EOP 472. The EOP_OMA refers to an engine oilpressure at a switching control oil manifold assembly (OMA) of anengine. Solenoids that control switch mode operation may be located onthe OMA and thus the EOP_OMA represents the input to the solenoidvalves.

The window limit module 498 prevents switching based on switching windowsize and received input signals. Window limits may vary with camshaftphasing for a control system that changes mode operation for both intakeand exhaust valves. When the control system switches mode of operationfor intake and exhaust valves independently, than window limits maystill rise. The window limit module 498 generates a mode window(M_Window) signal and a disable switching window (D_SwWind) signal basedon the EOP_OMA, the EOT 470, the LiftFlags 478, and the Eng_Spd 476.

The engine coolant temperature limit module 500 prevents operation ormode switching when coolant temperatures are below a threshold and whencoolant temperatures are above another threshold. The engine coolanttemperature limit module 500 generates a margin engine coolanttemperature (M_ECT) signal and a disable engine coolant temperature(D_ECT) signal based on the mode 464 and the ECT 474.

The output signals of the modules 490, 492, 494, 496, 498 and 500 areprovided to a low lift limits output bus 502, to a NOR gate 504 and to alow lift disable bus reason 506. The disable output signals of themodules 490, 492, 494, 496, 498 and 500 and the output signals of theNOR gate 504 and of the low lift disable bus 506 may be HIGH/LOW orTRUE/FALSE type signals and thus indicate whether the associatedparameter values are within corresponding predetermined ranges. Forexample, when the Volts 468 is within a predetermined range, the D_Voltmay be LOW. When the Volts 468 is outside the predetermined range, theD_Volt may be HIGH. The NOR gate generates a low lift allowed signalbased on the output signals. The low lift disable bus 506 provides a lowlift disable reason (LLDisab_Reason) signal to the low lift limits bus502. The output signals, the low lift allowed signal, and theLLDisab_Reason are provided as the low lift limit signals 433 to eventmodule 432.

As an example, low lift operation is avoided and/or prevented when a lowlift limit is set by one of the modules 490-500.

Referring now to FIG. 18, a functional block diagram of the voltagelimit module 490 of FIG. 17 is shown. The voltage limit module 490disables low lift when voltage is too high or too low and determines avoltage margin for control logic. The voltage margin refers to thedifference between the power supply voltage and a voltage threshold orhow close the current voltage supply voltage is too a limit. The voltagelimit module 490 includes a lift mode determination circuit 498, avoltage low lift module 550, a voltage high lift module 552, and lowlift disable and margin circuits 554 and 556.

The lift mode determination circuit 498 determines whether the system isoperating in an exhaust lift mode and/or an intake lift mode. Exhaustlift mode and intake lift mode (ELift_Mode and ILift_Mode) signals arecompared with a HIGH signal, such as a one (1), via comparators 560.Outputs of the comparators 560 is provided to an OR gate 562 and theninversed via a NOT gate 564. The output of the OR gate 562 is used toactivate the voltage low lift module 550. The output of the NOT gate 564is used to activate the voltage high lift module 552.

The voltage low lift module 550 generates a low lift disabled for highvoltage (LLD_HVolt) signal, a low lift disabled for low voltage(LLD_LVolt) signal, a low lift margin high voltage (LLMargin_HV) signal,and a low lift margin low voltage (LLMargin_LV) signal based on theVolts 468.

The voltage high lift module 552 generates a high lift disabled for highvoltage (HLD_HVolt) signal, a high lift disabled for low voltage(HLD_LVolt) signal, a high lift margin high voltage (HLMargin_HV)signal, and a high lift margin low voltage (HLMargin_LV) signal based onthe Volts 468.

The low lift mode disable and margin circuits 554 and 556 include mergedevices 570-576. The merge devices 570-576, as shown include two inputsand an output. The merge devices 570-576 provide the input that changeslast or most recently as the output. The first merge device 570 receivesthe LLD_HVolt and the HLD_HVolt and provides a disabled for high voltage(D HVolt) signal. The second merge device 572 receives the LLD_LVolt andthe HLD_LVolt and provides a disabled for low voltage (D_LVolt) signal.The third merge device 574 receives the LLMargin_HV and the HLMargin_HVand provides a margin high voltage (M_HVolt) signal. The fourth mergedevice 576 receives the LLMargin_LV and the HLMargin_LV and provides amargin low voltage (M_LVolt) signal.

The low lift mode disable circuit 554 includes an OR gate 580, whichprovides a disabled for voltage (D_Volt) signal based on the D_HVolt andthe D_LVolt from the merge devices 570 and 572. The low lift mode margincircuit includes a margin bus 582 that provides a margin (M_Volts)signal based on the M_HVolt and the M_LVolt.

Referring now to FIG. 19, a functional block diagram of the voltage lowlift module 550 of FIG. 18 is shown. The voltage low lift module 550includes a first summer 590, a second summer 592, a first comparator594, and a second comparator 596. The first summer 590 receives andsubtracts the Volts 468 from a sum of a hysteresis voltage (HystVolts)signal and a maximum low lift voltage (MaxLowLiftVolts) signal. Theresultant output LLMargin_HV of the first summer 590 is compared with aLOW or zero (0) value. When the resultant output LLMargin_HV is lessthan or equal to zero, the output LLD_HVolt of the first comparator 594is HIGH.

The second summer 592 subtracts a minimum low lift voltage(MinLowLiftVolts) signal from the Volts 468. The resultant outputLLMargin_LV of the second summer 592 is compared via the secondcomparator 596 with zero. When the resultant output LLMargin_LV of thesecond comparator 596 is less than or equal to zero, the outputLLD_LVolt of the second comparator 596 is HIGH.

Referring now to FIG. 20, a functional block diagram of the voltage highlift module 552 of FIG. 18 is shown. The voltage high lift module 552includes a first summer 600, a second summer 602, a first comparator604, and a second comparator 606. The first summer 600 subtracts theVolts 468 from the MaxLowLiftVolts. The resultant output HLMargin_HV ofthe first summer 600 is compared via the first comparator 604 with zero.When the resultant output HLMargin_HV of the first comparator 604 isless than or equal to zero, the output HLD_HVolt of the first comparator604 is HIGH.

The second summer 602 receives and subtracts a sum of the HystVolts andthe MinLowLiftVolts from the Volts 468. The resultant output HLMargin_LVof the second summer 602 is compared with a LOW or zero (0) value. Whenthe resultant output HLMargin_LV is less than or equal to zero, theoutput HLD_LVolt of the second comparator 606 is HIGH.

The voltage low lift module 550 allows the system to remain in low liftmode when Volts 468 is within a predetermined range. When Volts 468 isoutside the range and the system is not operating in low lift, controlprevents switching to low lift operation. The voltage high lift module552 allows the system to return to low lift mode when operating in highlift mode and Volts 468 is within a predetermined range. When operatingin high lift mode and Volts 468 is outside the range, control remains inhigh lift mode and low lift is not allowed. The HystVolts signal and thecorresponding Margin_HV and Margin_LV signals allow control to preventcontinuous and/or frequent switching between lift modes when Volts 468is near a limit or boundary of a range.

Referring now to FIG. 21, a functional block diagram of a speed limitmodule 492 of FIG. 17 is shown. The speed limit module 492 disables lowlift when the engine speed is too high or too low and determines a speedmargin for control logic. The speed limit module 492 includes a liftmode determination circuit 610, a speed low lift module 612, a speedhigh lift module 614, and low lift disable and margin circuits 616 and618.

The lift mode determination circuit 610 determines whether the system isoperating in an exhaust lift mode and/or an intake lift mode. TheELift_Mode and the ILift_Mode are compared with a HIGH signal, such as aone (1), via comparators 620. Outputs of the comparators 620 is providedto an OR gate 622 and then inversed via a NOT gate 624. The output ofthe OR gate 622 is used to activate the speed low lift module 612. Theoutput of the NOT gate 624 is used to activate the speed high liftmodule 614.

The speed low lift module 612 generates a low lift disable high speed(LLD_HRPM) signal, a low lift disable low speed (LLD_LRPM) signal, a lowlift margin high speed (LLMargin_HRPM) signal, and a low lift margin lowspeed (LLMargin_LRPM) signal based on the EngSpd 476.

The speed high lift module 614 generates a high lift disable high speed(HLD_HRPM) signal, a high lift disable high speed (HLD_LRPM) signal, ahigh lift margin high speed (HLMargin_HRPM) signal, and a high liftmargin low speed (HLMargin_LRPM) signal based on the EngSpd 476.

The low lift disable and margin circuits 616 and 618 include mergedevices 630-636. The merge devices 630-636, as shown include two inputsand an output. The merge devices 630-636 provide the input that changeslast or most recently as the output. The first merge device 630 receivesthe LLD_HRPM and the HLD_HRPM and provides a low lift disable high speed(D_HRPM) signal. The second merge device 632 receives the LLD_LRPM andthe HLD_LRPM and provides a low lift disable low speed (D_LRPM) signal.The third merge device 634 receives the LLMargin_HRPM and theHLMargin_HRPM and provides a margin high speed (M_HRPM) signal. Thefourth merge device 636 receives the LLMargin_LRPM and the HLMargin_LRPMand provides a margin low speed (M_LRPM) signal.

The low lift mode disable circuit 616 includes an OR gate 640, whichprovides a disable speed (D_RPM) signal based on the D_HRPM and theD_LRPM from the merge devices 630 and 632. The low lift mode margincircuit includes a margin bus 642 that provides a margin (M_RPM) signalbased on the M_HRPM and the M_LRPM.

Referring now to FIG. 22, a functional block diagram of the speed lowlift module 612 of FIG. 21 is shown. The speed low lift module 612includes a first summer 650, a second summer 652, a first comparator654, and a second comparator 656. The first summer 650 receives andsubtracts the EngSpd 476 from a sum of a hysteresis speed (HystRPM)signal and a maximum low lift speed (MaxLowLiftRPM) signal. Theresultant output LLMargin_HRPM of the first summer 650 is compared witha LOW or zero (0) value. When the resultant output LLMargin_HRPM is lessthan or equal to zero, the output LLD_HRPM of the first comparator 654is HIGH.

The second summer 652 subtracts a minimum low lift speed (MinLowLiftRPM)signal from the EngSpd 476. The resultant output LLMargin_LRPM of thesecond summer 652 is compared via the second comparator 656 with zero.When the resultant output LLMargin_LRPM of the second comparator 656 isless than or equal to zero, the output LLD_LRPM of the second comparator656 is HIGH.

Referring now to FIG. 23, a functional block diagram of the speed highlift limit module 614 of FIG. 21 is shown. The speed high lift limitmodule 614 includes a first summer 660, a second summer 662, a firstcomparator 664, and a second comparator 666. The first summer 660subtracts the EngSpd 476 from the MaxLowLiftRPM. The resultant outputHLMargin_HRPM of the first summer 660 is compared via the firstcomparator 664 with zero. When the resultant output HLMargin_HRPM of thefirst comparator 664 is less than or equal to zero, the output HLD_HRPMof the first comparator 664 is HIGH.

The second summer 662 receives and subtracts a sum of the HystRPM andthe MinLowLiftRPM from the EngSpd 476. The resultant outputHLMargin_LRPM of the second summer 662 is compared with a LOW or zero(0) value. When the resultant output HLMargin_LRPM is less than or equalto zero, the output HLD_LRPM of the second comparator 666 is HIGH.

The speed low lift module 612 allows the system to remain in low liftmode when EngSpd 476 is within a predetermined range. When EngSpd 476 isoutside the range and the system is operating in low lift, controldisallows remaining in low lift operation. The speed high lift module614 allows the system to return to low lift mode when operating in highlift mode and EngSpd 476 is within a predetermined range. When operatingin high lift mode and EngSpd 476 is outside the range, control remainsin high lift mode. The HystRPM signal and the corresponding Margin_HVand Margin_LV signals allow control to prevent continuous and/orfrequent switching between lift modes when EngSpd 476 is near a limit orboundary of a range.

Referring now to FIG. 24, a functional block diagram of the engine oiltemperature (EOT) limit module 494 of FIG. 17 is shown. The EOT limitmodule 494 disables low lift when the EOT is too high or too low anddetermines an engine oil temperature margin for control logic. The EOTlimit module 494 includes a lift mode determination circuit 670, an EOTlow lift module 672, an EOT high lift module 674, and low lift disableand margin circuits 676 and 678.

The lift mode determination circuit 670 determines whether the system isoperating in an exhaust lift mode and/or an intake lift mode. TheELift_Mode and the ILift_Mode are compared with a HIGH signal, such as aone (1), via comparators 680. Outputs of the comparators 680 is providedto an OR gate 682 and then inversed via a NOT gate 684. The output ofthe OR gate 682 is used to activate the EOT low lift module 672. Theoutput of the NOT gate 684 is used to activate the EOT high lift module674.

The EOT low lift module 672 generates a low lift disable high EOT(LLD_HEOT) signal, a low lift disable low EOT (LLD_LEOT) signal, a lowlift margin high EOT (LLMargin_HEOT) signal, and a low lift margin lowEOT (LLMargin_LEOT) signal based on the EOT 470.

The EOT high lift module 674 generates a high lift disable high EOT(HLD_HEOT) signal, a high lift disable high EOT (HLD_LEOT) signal, ahigh lift margin high EOT (HLMargin_HEOT) signal, and a high lift marginlow EOT (HLMargin_LEOT) signal based on the EOT 470.

The low lift disable and margin circuits 676 and 678 include mergedevices 690-696. The merge devices 690-696, as shown include two inputsand an output. The merge devices 690-696 provide the input that changeslast or most recently as the output. The first merge device 690 receivesthe LLD_HEOT and the HLD_HEOT and provides a disable high EOT (D_HEOT)signal. The second merge device 692 receives the LLD_LEOT and theHLD_LEOT and provides a disable low EOT (D_LEOT) signal. The third mergedevice 694 receives the LLMargin_HEOT and the HLMargin_HEOT and providesa margin high EOT (M_HEOT) signal. The fourth merge device 696 receivesthe LLMargin_LEOT and the HLMargin_LEOT and provides a margin low EOT(M_LEOT) signal.

The low lift mode disable circuit 676 includes an OR gate 700, whichprovides a disable EOT (D_EOT) signal based on the D_HEOT and the D_LEOTfrom the merge devices 690 and 692. The low lift mode margin circuitincludes a margin bus 702 that provides a margin (M_EOT) signal based onthe M_HEOT and the M_LEOT.

Referring now to FIG. 25, a functional block diagram of the EOT low liftmodule 672 of FIG. 24 is shown. The EOT low lift module 672 includes afirst summer 710, a second summer 712, a first comparator 714, and asecond comparator 716. The first summer 710 receives and subtracts theEOT 470 from a sum of a hysteresis EOT (HystEOT) signal and a maximumlow lift EOT (MaxLowLiftEOT) signal. The resultant output LLMargin_HEOTof the first summer 710 is compared with a LOW or zero (0) value. Whenthe resultant output LLMargin_HEOT is less than or equal to zero, theoutput LLD_HEOT of the first comparator 714 is HIGH.

The second summer 712 subtracts a minimum low lift EOT (MinLowLiftEOT)signal from the EOT 470. The resultant output LLMargin_LEOT of thesecond summer 712 is compared via the second comparator 716 with zero.When the resultant output LLMargin_LEOT of the second comparator 716 isless than or equal to zero, the output LLD_LEOT of the second comparator716 is HIGH.

Referring now to FIG. 26, a functional block diagram of the EOT highlift module 674 of FIG. 24 is shown. The EOT high lift limit module 674includes a first summer 720, a second summer 722, a first comparator724, and a second comparator 726. The first summer 720 subtracts the EOT470 from the maximum low lift oil temperature MaxLowLiftEOT. Theresultant output HLMargin_HEOT of the first summer 720 is compared viathe first comparator 724 with zero. When the resultant outputHLMargin_HEOT of the first comparator 724 is less than or equal to zero,the output HLD_HEOT of the first comparator 724 is HIGH.

The second summer 722 receives and subtracts a sum of the hysteresis oiltemperature (HystEOT) and the minimum low lift oil temperature(MinLowLiftEOT) from the EOT 470. The resultant output HLMargin_LEOT ofthe second summer 722 is compared with a LOW or zero (0) value. When theresultant output HLMargin_LEOT is less than or equal to zero, the outputHLD_LEOT of the second comparator 726 is HIGH.

The EOT low lift module 672 allows the system to remain in low lift modewhen EOT 470 is within a predetermined range. When EOT 470 is outsidethe range and the system is not operating in low lift, control disallowsremaining in low lift operation. The EOT high lift module 674 allows thesystem to return to low lift mode when operating in high lift mode andEOT 470 is within a predetermined range. When operating in high liftmode and EOT 470 is outside the range, control remains in high liftmode. The HystEOT signal and the corresponding Margin_HV and Margin_LVsignals allow control to prevent continuous and/or frequent switchingbetween lift modes when EOT 470 is near a limit or boundary of a range.

Referring now to FIG. 27, a functional block diagram of the engine oilpressure (EOP) model module 495 of FIG. 17 is shown. The EOP modelmodule 495 receives the EOP signal 472 and may also receive an EOP error(ErrorEOP) signal. The EOP model module 495 subtracts the ErrorEOP fromEOP 472 to generate EOP_Model. ErrorEOP may be a calibration signal afeedback error control signal, a sensor error correction signal, orother correction signal. Reported oil pressure may be reduced bypossible worst case sensing errors.

Referring to FIG. 17, note that the ECT limit module 500 may beconfigured similarly to that of voltage limit module 490, the speedlimit module 492 and the EOT limit module 494. The ECT limit module 500may include, for example, similar lift mode detection modules, summers,comparators, merge devices, gates and buses.

Referring now to FIG. 28, a functional block diagram of the engine oilpressure (EOP) limit module 496 of FIG. 17 is shown. The EOP limitmodule 496 disables low lift when the EOP is too high or too low anddetermines an engine oil pressure margin for control logic. As anincreased number of solenoids are activated or in an ON state, oilpressure decreases with the increased oil flow through the solenoidvalves. Control requires oil pressure remain above a predeterminedlevel, such as approximately 200 kpa, to allow for switching betweenmodes. Thus, control monitors fluctuation in oil pressure due to thenumber of active solenoids. Control prevents switching when oil pressureis outside a range. The EOP limit module 496 includes a number ofsolenoids ON module 730, a four (4) solenoid ON module 732, a two (2)solenoid ON module 734, a zero (0) solenoid ON module 736, and a lowlift disable, EOP limit and EOP at oil manifold assembly (OMA) circuits738, 740, 742.

The number of solenoids ON module 730 determines whether the system isoperating in an exhaust lift mode and/or an intake lift mode and thenumber of solenoids in an ON state for the corresponding mode(s). Thenumber of solenoids ON module 730 activates the modules 732-736 based onthe number of ON solenoids via signals 0_Sol_On, 2_Sol_On and 4_Sol_On.

The four (4) solenoid ON module 732 generates an EOP disable signal, alow EOP disallow for 2 solenoids (No_2Sol) signal, a low lift margin EOPmaximum (LLM_EOPMax) signal, a low lift margin EOP for 4 solenoids(LLM_EOP4) signal, a low lift margin EOP for 4-to-2 solenoid transition(LLM_EOP4to2) signal, and a OMA pressure for 4 solenoids (OMA_Pr4Sol)signal based on the EOT 470 and the EOP 472.

The two (2) solenoid ON module 734 generates an EOP disable signal, alow EOP disallow for 4 solenoids (No_4Sol) signal, a low lift margin EOPmaximum (LLM_EOPMax) signal, a low lift margin EOP 2-to-4 solenoidtransition (LLM_EOP2to4) signal, a low lift margin EOP for 2 solenoids(LLM_EOP2) signal, and a OMA pressure for 2 solenoids (OMA_Pr2Sol)signal based on the EOT 470 and the EOP 472.

The zero (0) solenoid ON module 736 generates an EOP disable signal, alow EOP disallow for 2 solenoids (No_2Sol) signal, a low EOP disallowfor 4 solenoids (No_4Sol) signal, a low lift margin EOP maximum(LLM_EOPMax) signal, a low lift margin EOP 0-to-4 solenoid transition(LLM_EOP0to4) signal, a low lift margin EOP 0-to-2 solenoid transition(LLM_EOP0to2) signal, and a OMA pressure for 0 solenoids (OMA_Pr0Sol)signal based on the EOT 470 and the EOP 472

The low lift disable, EOP limit and EOP at oil manifold assembly (OMA)circuits 738, 740, 742 include merge devices 750-758. The merge devices750-758, as shown include two or three inputs and an output. The mergedevices 750-758 provide the input that changes last or most recently asthe output. The first merge device 750 receives the EOP_disable signalsand provides a low lift disable EOP (LLD_EOP) signal. The second mergedevice 752 receives the No_2Sol signals and provides the latest thereofas a limit signal to an EOP limit bus 760. The third merge device 754receives the No_4Sol signals and provides the latest thereof as a limitsignal to the EOP limit bus 760. The fourth merge device 756 receivesthe LLM_EOPMax signals and provides the latest thereof as a limit signalto the EOP limit bus 760. The fifth merge device 758 receives theOMA_Pr4Sol, OMA_Or_2Sol and OMA_Pr_0Sol signals to provide an EOP OMApressure signal (EOP_OMA). Other generated signals of the modules732-736 are provided to the EOP limit bus 760 as limit signals.

Referring now to FIG. 29, a functional block diagram of the number ofsolenoids ON module 730 of FIG. 28 is shown. The ELift_Mode and theILift_Mode are each compared with both LOW and HIGH signals, such aszero (0) and one (1), via comparators 770. Outputs of the comparators770 for LOW and HIGH comparisons are respectively provided to two ANDgates 772. Outputs of the AND gates 772 are provided to an if_then_elsemodule 774. The if_then_else module 774 determines the number ofsolenoids active. When output of the first AND gate is true, then zerosolenoids are ON. When output of the first AND gate is false, then 2 or4 solenoids are ON depending upon the output of the second AND gate.When the output of the second AND gate is true then four solenoids areON. The outputs of the AND gates are also provided as ON status signalsfor zero and four solenoids and to a NOR gate 776 to provide a twosolenoid ON status signal. The status signals are used to activate themodules 732-736.

Referring now to FIG. 30, a functional block diagram of the foursolenoid ON module 732 of FIG. 28 is shown. The four solenoid ON module732 sets disallow flags when estimated or predicted oil pressure after aswitch to low lift is less than a minimum allowed oil pressure forreliable operation. Low lift is disabled when a current oil pressure isless than a minimum reliable oil pressure.

The four solenoid ON module 732 includes an oil pressure difference(OilPrDeltaToOMA4) module 780 and an EOP drop from 4-to-2 solenoids (EOPDrop 4-to-2) module 782. The OilPrDeltaToOMA4 module 780 determines oilpressure difference between an oil pressure near an oil pump (gallery)and an oil pressure at an oil manifold assembly (OMA), which may beincludes as part of or proximate an intake manifold assembly. Thedifference determined when four solenoids are ON. The difference isdetermined based on the EOP at the gallery (EOP_Gall) and the EOT 470.The difference is subtracted from the EOP_Gall via a first summer 784 toprovide the estimated OMA pressure for four solenoids (OMA_Pr_4Sol).

The EOP Drop 4-to-2 module 782 generates an EOP drop in oil pressure(EOP_Drop_4to2) signal based on the EOP_Gall and the EOT 470. Thisrepresents the estimated change in oil pressure when switching from 4 to2 solenoids. The modules 780 and 782 may include equations and/ortables.

The four solenoid ON module 732 also includes a second-sixth summers786-794, comparators 796, 798, 800 and OR gates 802, 804. The secondsummer 786 subtracts a low lift minimum oil pressure(MinLowLiftOilPress) signal from the OMA_Pr_4Sol to generate a low liftmargin EOP (LLM_EOP4) for 4 solenoids. LLM_EOP4 is provided to the firstcomparator 796. When the LLM_EOP4 is less than or equal to zero (0), anEOP disable (EOP_Disable_4) is HIGH, otherwise the EOP disable(EOP_Disable_4) is LOW.

The third summer 788 sums the OMA_Pr_4Sol with the EOP_Drop_4to2 togenerate an EOP estimation (EOP_Est_4_2) signal for a 4-to-2 solenoidactivation switch. The fourth summer 790 sums MinLowLiftOilPress with ahysteresis oil pressure (HystOilPress) signal; the sum of which issubtracted via the sixth summer 794 from the EOP_Est_4_2 to generate alow lift margin EOP for 4-to-2 solenoid activation switch (LLM_EOP4to2)signal. When the LLM_EOP4to2 is less than or equal to zero (0) a 4-to-2solenoid limit (No_4_2_Sol) signal is generated in a HIGH state, asprovided by the second comparator 798.

The fifth summer 792 subtracts OMA_Pr_4Sol from a maximum low lift oilpressure (MaxLowLiftOilPress) signal to generate a low lift margin EOPmaximum (LLM_EOPMax) signal. When LLM_EOPMax is less than or equal tozero (0), output of the third comparator 800 is HIGH, otherwise theoutput of the third comparator 800 is LOW. The output of the thirdcomparator 800 is provided to the OR gates 802 and 804, which alsorespectively receive EOP_Disable_4 and No_4_2_Sol. Output of the firstOR gate 802 is an EOP disable signal (EOP_Disable). Output of the secondOR gate is a two solenoid limit (No_2_Sol) signal.

Referring now to FIG. 31, a functional block diagram of the two solenoidON module 736 of FIG. 28 is shown. The two solenoid ON module 736 setsdisallow flags when estimated or predicted oil pressure after a switchto low lift is less than a minimum allowed oil pressure for reliableoperation. Low lift is disabled when a current oil pressure is less thana minimum reliable oil pressure.

The two solenoid ON module 736 includes an oil pressure difference(OilPrDeltaToOMA2) module 810 and an EOP drop from 2-to-4 solenoids (EOPDrop 2-to-4) module 812. The OilPrDeltaToOMA2 module 810 determines oilpressure difference between an oil pressure near an oil pump (gallery)and an oil pressure at an oil manifold assembly (OMA), which may beincludes as part of or proximate an intake manifold assembly. Thedifference determined when two solenoids are ON. The difference isdetermined based on the EOP at the gallery (EOP_Gall) and the EOT 470.The difference is subtracted from the EOP_Gall via a first summer 814 toprovide the estimated OMA pressure for two solenoids (OMA_Pr_2Sol).

The EOP Drop 2-to-4 module 812 generates an EOP drop in oil pressure(EOP_Drop_2to4) signal based on the EOP_Gall and the EOT 470. Thisrepresents the change in oil pressure when switching from 2 to 4solenoids. The modules 810 and 812 may include equations and/or tables.

The two solenoid ON module 736 also includes a second-sixth summers816-824, comparators 826, 828, 830 and OR gates 832, 834. The secondsummer 816 subtracts a low lift minimum oil pressure(MinLowLiftOilPress) signal from the OMA_Pr_2Sol to generate a low liftmargin EOP (LLM_EOP2) for 2 solenoids. When the LLM_EOP2 is less than orequal to zero (0), an EOP disable (EOP_Disable_2) generated by the firstcomparator 826 is HIGH, otherwise the EOP disable (EOP_Disable_2) isLOW.

The third summer 818 sums the OMA_Pr_2Sol with the EOP_Drop_2to4 togenerate an EOP estimation (EOP_Est_2_4) signal for a 2-to-4 solenoidactivation switch. The fourth summer 820 sums MinLowLiftOilPress with ahysteresis oil pressure (HystOilPress) signal; the sum of which issubtracted via the sixth summer 824 from the EOP_Est_2_4 to generate alow lift margin EOP for 2-to-4 solenoid activation switch (LLM_EOP2to4)signal. When the LLM_EOP2to4 is less than or equal to zero (0) a 2-to-4solenoid limit (No_2_4_Sol) signal is generated by the second comparator828 in a HIGH state.

The fifth summer 822 subtracts OMA_Pr_2Sol from a maximum low lift oilpressure (MaxLowLiftOilPress) signal to generate a low lift margin EOPmaximum (LLM_EOPMax) signal. When LLM_EOPMax is less than or equal tozero (0), output of the third comparator 830 is HIGH, otherwise theoutput of the third comparator 830 is LOW. The output of the thirdcomparator 830 is provided to the OR gates 832 and 834, which alsorespectively receive EOP_Disable_2 and No_2_4_Sol. Output of the firstOR gate 832 is an EOP disable signal (EOP_Disable). Output of the secondOR gate 834 is a four solenoid limit (No_4_Sol) signal.

Referring now to FIG. 32, a functional block diagram of the zerosolenoid ON module 738 of FIG. 28 is shown. The zero solenoid ON module738 sets disallow flags when estimated or predicted oil pressure after aswitch to low lift is less than a minimum allowed oil pressure forreliable operation. Low lift is not allowed when a current oil pressureis less than a minimum reliable oil pressure.

The zero solenoid ON module 738 includes an oil pressure difference(OilPrDeltaToOMA0) module 840, an EOP drop from 0-to-4 solenoids (EOPDrop 0-to-4) module 842 and an EOP drop from 0-to-2 solenoids (EOP Drop0-to-2) module 843. The OilPrDeltaToOMA0 module 840 determines oilpressure difference between an oil pressure near an oil pump (gallery)and an oil pressure at an oil manifold assembly (OMA), which may beincludes as part of or proximate an intake manifold assembly. Thedifference determined when zero solenoids are ON. The difference isdetermined based on the EOP at the gallery (EOP_Gall) and the EOT 470.The difference is subtracted from the EOP_Gall via a first summer 844 toprovide the estimated OMA pressure for zero solenoids (OMA_Pr_0Sol).

The EOP Drop 0-to-4 module 842 generates an EOP drop in oil pressure(EOP_Drop_0to4) signal based on the EOP_Gall and the EOT 470. Thisrepresents the change in oil pressure when switching from 2 to 4solenoids. The EOP Drop 0-to-2 module 843 generates an EOP drop in oilpressure (EOP_Drop_0to2) signal based on the EOP_Gall and the EOT 470.This represents the change in oil pressure when switching from 0 to 2solenoids. The modules 840, 842 and 843 may include equations and/ortables.

The zero solenoid ON module 738 also includes a second-seventh summers850-860, comparators 862, 864, 866 and OR gates 868, 870, 872. Thesecond summer 850 subtracts an EOP drop in oil pressure from 0-to-4solenoids (EOP_Drop_0to4) signal from OMA_Pr_0Sol to generate an EOPestimation oil pressure (EOP_Est_0_4) signal for switching from 0-to-4solenoids.

The third summer 852 sums a low lift minimum oil pressure(MinLowLiftOilPress) signal with a hysteresis oil pressure(HystOilPress) signal; the result of which is subtracted fromEOP_Est_0_4 via the first comparator 862 a low lift margin EOP limit(LLM_EOP_0to4) signal for 0-to-4 solenoid switching.

The fourth summer 854 generates a EOP estimation oil pressure(EOP_Est_0_2) signal for switching between 0 and 2 solenoids based onOMA_Pr_0Sol and EOP_Drop_0to2. The fifth summer 856 subtractsOMA_Pr_0Sol from MaxLowLiftOilPress to generate a maximum low liftmargin EOP (LLM_EOPMax) signal.

When LLM_EOP0to4 is less than or equal to zero (0), then a 0-to-4 limit(No_0_4_Sol) signal is generated by the output of the first comparator862 is HIGH, otherwise the output is LOW. The output of the firstcomparator is provided to the OR gates 868, 870. When LLM_EOP0to2 isless than or equal to zero (0), then a 0-to-2 limit (No_0_2_Sol) signalis generated by the second comparator 864 in a HIGH state. LLM_EOPMax iscompared with the value zero (0) via the third comparator 866; theresultant output of which is provided as an input to each of the ORgates 868, 870, 872.

Referring now to FIG. 33, a functional block diagram of the window limitmodule 498 of FIG. 17 is shown. The window limit module 498 preventsswitching between lift modes when the system switching speed is notquick enough for a switch to occur within a switching window time frame.The window limit module 498 prevents low lift change when estimatedlatching pin response, converted to crank angles, correspond with pointsin time that are outside available switching window angle. This mayaccount for margins. A change to high lift is performed when estimatedpin response angles correspond with points in time that are outside theswitching windows. The window limit module 498 includes a pin responseangle module 900. The pin response module 900 generates a high to lowlift response angle (HL_Resp_Angle) signal and a low to high liftresponse angle (LH_Resp_Angle) signal based on EOT 470, EOP 472 andEngSpd 476.

The window limit module 498 also includes summers 902-908, comparators910-916 and a OR gate 918. The first summer 902 subtracts the sum of aminimum enable switching window (MinEnableSwWindow) signal andHL_Resp_Angle from a high to low lift exhaust switch window(HL_Exh_Sw_window) signal to generate a low lift margin switching windowexhaust high to low lift limit (LLM_SwWin_ExHtoL) signal. The secondsummer 904 subtracts the sum of a minimum enable switching window(MinEnableSwWindow) signal from a high to low lift intake switchingwindow (HL_Int_Sw_Window) signal to generate a low lift margin switchingwindow intake high to low lift limit (LLM_SwWin_IntHtoL) signal.

The third summer 906 subtracts the sum of a minimum disable switchingwindow (MinDisableSwWindow) signal and LH_Resp_Angle fromLH_Exh_Sw_Window to generate a low lift margin switching window exhaustlow to high lift limit (LLM_SwWin_ExLtoH) signal. The fourth summer 908subtracts the sum of MinDisableSwWindow and LH_Resp_Angle from a low tohigh lift intake switching window (LH_IntSw_Window) signal to generate alow lift margin switching window for intake from low to high lift limit(LLM_SwWin_IntLtoH) signal.

When LLMSwWin_ExHtoL is less than or equal to zero (0) the firstcomparator 910 generates an exhaust solenoid limit (No_Exh1_Sol) signalin a HIGH state. When LLMSwWin_IntHtoL is less than or equal to zero (0)the second comparator 912 generates an intake solenoid limit(No_Int1_Sol) signal in a HIGH state. When LLMSwWin_ExLtoH is less thanor equal to zero (0) the first comparator 914 generates an exhaustsolenoid limit (No_Exh2_Sol) signal in a HIGH state. WhenLLMSwWin_IntLtoH is less than or equal to zero (0) the first comparator916 generates an intake solenoid limit (No_Int2_Sol) signal in a HIGHstate.

The outputs of the summers 902-908 and the comparators 910-916 may beprovided to a low lift margin bus 920, which provides a low lift marginwindow (LLM_Window) signal. The outputs of the comparators 910-916 areprovided as inputs to the OR gate 918. The OR gate provides a low liftdisable switching window (LLD_SwWind) signal.

Referring now to FIG. 34, a functional block diagram of the pin responseangle module 900 of FIG. 33 is shown. The pin response angle module 900accounts for sources of variation and estimation errors, which affectlift mode switching response times. The pin response angle module 900may account for solenoid pressure change variation, latch pin responsetime variation, pressure rise variation, pressure rise estimation error,latch pin response estimation error, solenoid response estimation error,camshaft position error, etc.

The pin response angle module 900, as shown, includes a high to low pinresponse module 930, a low to high pin response module 932 and a time toangle conversion module 934. The high to low module 930 generates a highto low pin response signal based on EOT 470 and EOP 472. The low to highmodule 932 generates a low to high pin response signal based on EOT 470and EOP 472. The stated output signals of the modules 930 and 932 areprovided to the conversion module 934. The modules 930 and 932 mayinclude equations and/or look-up tables.

The conversion module 934 converts the response times to response anglesbased on engine speed. The high to low pin response is converted to ahigh to low response angle. Likewise, the low to high pin response isconverted to a low to high response angle. The response angles may referto crankshaft angles. In other words, for a given response time, theconversion module 934 determines the corresponding crankshaft angle orposition of the crankshaft.

Referring now to FIG. 35, a functional block diagram of the event module432 of FIG. 12 is shown. An event trigger logic may be performed duringeach cylinder firing, for example, after each rotation of a crankshaftof 180° for a 4 cylinder engine. The event module 432 synchronizescontrol of oil pressure solenoid control valves to engine position forproperly timed camshaft lift switching. The event module 432 alsooutputs synchronized flags to engine control logic of current camshaftlift states. The event module 432 includes an engine position sensingbus 936, a low lift limit module 938 and a solenoid hardwareinput/output control module 940.

The engine position sensing bus 936 receives a time based engineposition sensing signal, which includes a crank angle referenced to topdead center and corrected (Angle_TDC_Corr_E) signal, an engine speed(Eng_Speed) signal, a cylinder identification (CylID_E) signal, acamshaft exhaust angle (CAME) signal, and a camshaft intake angle (CAMI)signal.

The low lift limit module 938 generates a selected lift output(DesLiftOut) signal based on a lift command signal (Lift_Desired) and alow lift limit (LL_Limits) signal.

The solenoid hardware input/output control module 940 generatesLift_Mode 435, LiftSol_Flags 437 and a solenoid hardware input/output(Solenoid_HWIO) signal based on a response time (Resptime) signal 431,signals from the bus 936 and DesLiftOut. Lift_Mode is the current liftmode. LiftSol_Flags may include flags associated with and the currentstate of valve control solenoids.

Referring now to FIG. 36, a functional block diagram of the low liftmodule 938 of FIG. 35 is shown. The low lift module 938 disallows lowlift and initiates and/or causes operation in high lift for cam lifthardware protection. The low lift module 938 includes a desired liftinput bus 949 that receives a desired lift (DesLift) signal, whichincludes a selected exhaust lift (E_Lift1_Des) signal, a selected intakelift (I_Lift1_Des) signal, a lift sequence mode (Lift_Seq_Mode) signaland a lift sequence delay (Lift_Seq_Delay) signal. E_Lift1_Des andI_Lift1_Des are provided to respective AND gates 950, 952.

The first AND gate provides an exhaust lift selected (E_Lift2_Des)signal based on E_Lift1_Des and a low lift allowed (Low_Lift_Allowed)signal. Low_Lift_Allowed is included in LL_Limits and indicates that alow lift mode is permitted. For example, when Low_Lift_Allowed is HIGHthen the low lift module 938 permits operation in low lift mode. Thesecond AND gate provides an intake lift selected (I_Lift2_Des) signalbased on I_Lift1_Des and Low_Lift_Allowed.

Lift_Seq_Mode, Lift_Seq_Delay, E_Lift2_Des, and I_Lift2_Des are providedto a desired lift output bus 954. The lift output bus 954 provides aselected lift output signal (DesLiftOut) or (Desired_Mode).

Referring now to FIG. 37, a functional block diagram of the solenoidHWIO control module 940 of FIG. 35 is shown. The HWIO control module 940controls permitted lift changes and current lift status for intake andexhaust valves. The intake lift control logic may be similar to and/orthe same as the exhaust lift control logic. The HWIO control module 940includes a target angle base parameter module 960, a lift sequencemodule 962, an exhaust lift control module 964, an intake lift controlmodule 966, and a memory 968. The memory 968 may be part of, one and thesame as, or separate from the memory 427 of FIG. 14. The lift sequencemodule 962, the exhaust lift control module 964, and the intake liftcontrol module 966 are coupled to the memory 968 and perform tasks basedon information stored in the memory, such as LL_Limits 433, any of theabove-described flags, intake and exhaust valve solenoid information,etc. The intake and exhaust valve solenoid information may include crankangle information, camshaft position information, duration information,or other solenoid information.

The target angle base parameter module 960 generates a response angle(Resp_Angle) signal, a response reference (Resp_Refs) signal, a targetangles (Target_Angles) signal, and a speed (RPM) signal based on EngSpd476, RespTime 431, an exhaust camshaft position or exhaust valve closingangle (EVC) signal, and an intake camshaft position or intake valveopening angle (IVO) signal. Resp_Angle, Resp_Refs, Target_Angles, RPMand a crankshaft angle (Angle_Crank) signal and a cylinderidentification (CylID) signal are provided to a target angle bus 970 togenerate a target angle (Target_Angles) signal. EVC and IVO are based oncrankshaft position sensing and intake and exhaust camshaft phasesensors.

The lift sequence module 962 control sequence of changing lift mode ofintake and exhaust valves. The lift sequence module 962 determineswhether to permit intake valves or exhaust valves to change lift modefirst. Intake or exhaust valves may switch first. In one embodiment, theexhaust valves are switched to a low lift mode before the intake valves.The lift sequence module 962 generates an intake signal and an exhaustsignal based on a lift sequence (Lift_Seq) signal. Lift_Seq may beincluded in Desired_Mode. The intake signal and exhaust signal are usedto activate the exhaust lift control module 964 and the intake liftcontrol module 966.

The exhaust lift control module 964 generates an exhaust valve liftcontrol signal (E_Lift_Control_Case) signal and E_Lift_Mode based on alift mode request (Lift_Mode_Req) signal and Target_Angles.

The intake lift control module 966 generates an intake valve liftcontrol signal (I_Lift_Control_Case) signal and I_Lift_Mode based onLift_Mode_Req and Target_Angles. E_Lift_Control_Case andI_Lift_Control_Case may have a “same or no change” state (0), a “highlift to low lift transition” state (1), or a “low lift to high lift” (2)state. E_Lift_Control_Case and I_Lift_Control_Case are provided to alift control bus 974 to provide a lift control (Lift_Control_Case)signal, which is provided to the main module 428 of FIG. 14.Lift_Control_Case allows the main module 428 to change operating liftmode of intake and exhaust valves. E_Lift_Mode and I_Lift_Mode indicatecurrent mode of the exhaust and intake valves. E_Lift_Mode andI_Lift_Mode are provided to a lift mode bus 976 to generate Lift_Mode425.

The memory 968 may generate and/or provide LiftSol_Flags and Sol_HWIOvia associated buses 978 and 980.

Referring now to FIG. 38, a functional block diagram of a portion of thetarget angle based parameter module 960 of FIG. 37 is shown. The targetangle based parameter module 960 includes a time to angle conversionmodule 1000. The conversion module 1000 converts response time to anglesbased on engine speed. The conversion module 1000 generates Resp_Angleand Resp_Refs based on EngSpd 476, which may include a current enginespeed RPM, a previous engine speed (RPM_Last) signal, and RespTime.

Referring now to FIG. 39, a functional block diagram of another portionof the target angle based parameter module 960 of FIG. 37 is shown. Thetarget angle based parameter module 960 includes a target and switchingwindow module 1010. The target and switching window module 1010generates Target_Angles based on EVC and IVO.

Referring now to FIG. 40, a functional block diagram of the target andswitching window module 1010 of FIG. 39 is shown. The target andswitching window module 1010 includes a high to low module 1020 and atarget angle bus 1022. The high to low module generates high to low andlow to high target angles for each cylinder and high to low and low tohigh switching windows for intake and exhaust valves. These signalsinclude HL Target_A, HL_Target B, HL_Target C, HL_Target D, LH Target_A,LH Target_B, LH_Target_C, LH_Target_D, HL_Exh_Sw_Window,HL_Int_Sw_Window, LH_Exh_Sw_Window, and LH_Int_Sw_Window. A-D may referto each of four cylinders and/or the solenoids associated with each ofthe cylinders. As another example, A may refer to exhaust valves ofcylinders 1 and 2, B may refer to exhaust valves of cylinders 3 and 4, Cmay refer to intake valves of cylinders 1 and 2, and D may refer tointake valves of cylinders 3 and 4.

The target angles are associated with crankshaft angles that aretargeted for a change in oil pressure for switching from low to high orfrom high to low lift modes. The same or different target angles may beused for switching from low to high and from high to low lift modes.

Referring now to FIG. 41, a functional block diagram of the target andswitching window module 1020 of FIG. 40 is shown. The target andswitching window module 1020 includes a high to low lift exhaust module1030. The high to low lift exhaust module 1030 generates a high to lowexhaust switching window (HL_Exh_Sw_Window) signal, a high to low targetangle (HL_Target_A) signal, a high to low intake switching window(HL_Int_Sw_Window) signal and a high to low target angle (HL_Target_C)based on EVC and IVO.

The target and switching window module 1020 also includes first andsecond summers 1032, 1034 and first and second modulo modules 1036,1038. The first summer 1032 sums HL_Target_A with a target cylinder Boffset (TargetBOffset) signal. Output of the first summer 1032 isreceived by the first modulo module 1036, which generates a high to lowtarget angle (HL_Target_B) signal. The second summer 1034 sumsHL_Target_C with a target cylinder D offset (TargetDOffset) signal.Output of the second summer 1034 is received by the second modulo module1038, which generates a high to low target angle (HL_Target_D) signal.

As an example, the target angle for solenoid B may be determined byadjusting the target angle for solenoid A by 180°. Similarly, the targetangle for solenoid D may be determined by adjusting the target angle forsolenoid C by 180°.

In addition to or as an alternative to determining target angles withinswitching windows, targets may be determined as percentages of aswitching window, as fixed or predetermined amounts of time intoswitching windows, or fixed or predetermined angle into switchingwindows.

Referring now to FIG. 42, a functional block diagram of the windowmodule 1030 of FIG. 41 is shown. The window module 1030 is setup for atwo or four intake/exhaust valve solenoid control system. The windowmodule 1030 includes a two solenoid exhaust module 1040, a four solenoidexhaust module 1042, and a four solenoid intake module 1044. The modules1040-1044 may receive an activation signal 1045 based on operation oftwo or four solenoids. As above stated, in a two solenoid system intakeand exhaust valves of a cylinder may share a solenoid, whereas in a foursolenoid system, intake and exhaust valves of a cylinder may haveindependent or respective solenoids.

The two solenoid exhaust module 1040 generates a window signal and anexhaust target angle (TA_Exh) signal based on ECV, IVO, an exhausttarget offset high to low (TargetOffsetExhHL) signal, an intake targetoffset high to low (TargetOffsetintHL) signal, a target angle gain forhigh to low (TargetAngleGainHL) signal, and a target angle offset(TargetAngleOffset) signal. TargetOffsetExhHL indicates when an exhaustvalve is opening. The offset and gain signals provide calibrationinformation. The calibration information may be used to adjust targetangles by percentage amounts of a switching window or by a target angleoffset.

The four solenoid exhaust module 1042 generates an exhaust window signal(HL_Exh_Sw_Window), and an exhaust target angle (TA_Exh) signal based onEVC, TargetOffsetExhHL, TargetAngleGainHL, TargetAngleOffset and anexhaust target offset high to low (TargetOffsetExhHL4Sol) signal.TargetOffsetExhHL4Sol is an offset calculate the start of the windowfrom EVC.

The four solenoid intake module 1044 generates an intake window signal(HL_Int_Sw_Window) and intake target angle (HL_Target_C) signal based onIVO, TargetOffsetExhHL, TargetOffsetIntHL, TargetAngleGainHL,TargetAngleOffset, and an intake target offset high to low(TargetOffsetIntHL4Sol) signal. TargetOffsetIntHL4Sol is an offset tocalculate the end of the window from IVO.

The window module 1030 also includes first and second merge devices1046, 1048 that each have two inputs and an output. The first mergedevice 1046 selects the most recently modified window signal from thetwo and four solenoid exhaust modules 1040, 1042 to generateHL_Exh_Sw_Window. The second merge device 1048 selects the most recentlymodified TA_Exh signal from the two and four solenoid exhaust modules1040, 1042 to generate HL_Target_A.

Referring now to FIG. 43, a functional block diagram of the exhaust twosolenoid module 1040 of FIG. 42 is shown. The exhaust two solenoidmodule 1040 determines start, end, and size of switching window. Theexhaust two solenoid module 1040 includes summers 1050-1056 and modulomodules 1058-1064. The first summer 1050 sums EVC and TargetOffsetExhHL.The first modulo module 1058 generates a camshaft lift window high tolow end angle (CamLift_Win_HL_End) signal based on output of the firstsummer 1050. The second summer 1052 sums IVO and TargetOffsetintHL. Thesecond modulo module 1060 generates a camshaft lift window high to lowstart angle (CamLift_Win_HL_Start) signal based on output of the secondsummer 1052.

The third summer 1054 subtracts CamLift_Win_HL_Start fromCamLift_Win_HL_End. The third modulo module 1062 generates a high to lowswitching window (HL_Sw_Window) signal based on the output of the thirdsummer 1054. HL_Sw_Window is multiplied by TargetAngleGainHL via amultiplier 1066. The fourth summer 1056 sums the output of themultiplier 1066 with CamLift_Win_HL_Start and TargetAngleOffset. Thefourth modulo module 1064 generates TA_Exh based on the output of thefourth summer 1056. TA_Exh may be based on percentage of the switchingwindow and angle offset from the start of the switching window.

Referring now to FIG. 44, a functional block diagram of the exhaust foursolenoid module 1042 of FIG. 42 is shown. The exhaust four solenoidmodule 1042 includes summers 1070-1076 and modulo modules 1078-1084. Thefirst summer 1070 sums EVC and TargetOffsetExhHL. The first modulomodule 1078 generates a camshaft lift window high to low end angle(CamLift_Win_HL_End) signal based on output of the first summer 1070.The second summer 1072 sums EVC and TargetOffsetExhHL4Sol. The secondmodulo module 1080 generates a camshaft lift window high to low startangle (CamLift_Win_HL_Start) signal based on output of the second summer1072.

The third summer 1074 subtracts CamLift_Win_HL_Start fromCamLift_Win_HL_End. The third modulo module 1082 generates a high to lowexhaust switching window (HL_Exh_Sw_Window_4) signal based on the outputof the third summer 1074. HL_Exh_Sw_Window_4 is multiplied byTargetAngleGainHL via a multiplier 1086. The fourth summer 1076 sums theoutput of the multiplier 1086 with CamLift_Win_HL_Start andTargetAngleOffset. The fourth modulo module 1084 generates TA_Exh basedon the output of the fourth summer 1076. TA_Exh may be based onpercentage of the switching window and angle offset from the start ofthe switching window.

Referring now to FIG. 45, a functional block diagram of the intake foursolenoid module 1044 of FIG. 42 is shown. The intake four solenoidmodule 1044 includes summers 1090-1096 and modulo modules 1098-1104. Thefirst summer 1090 sums IVO and TargetOffsetIntHL. The first modulomodule 1098 generates a camshaft lift window high to low end angle(CamLift_Win_HL_End) signal based on output of the first summer 1090.The second summer 1092 sums IVO and TargetOffsetIntHL4Sol. The secondmodulo module 1100 generates a camshaft lift window high to low startangle (CamLift_Win_HL_Start) signal based on output of the second summer1092.

The third summer 1094 subtracts CamLift_Win_HL_Start fromCamLift_Win_HL_End. The third modulo module 1102 generates a high to lowintake switching window (HL_Int_Sw_Window_4) signal based on the outputof the third summer 1094. HL_Int_Sw_Window_4 is multiplied byTargetAngleGainHL via a multiplier 1106. The fourth summer 1096 sums theoutput of the multiplier 1106 with CamLift_Win_HL_Start andTargetAngleOffset. The fourth modulo module 1104 generates TA_Int basedon the output of the fourth summer 1096. TA_Int may be based onpercentage of the switching window and angle offset from the start ofthe switching window.

Referring now to FIG. 46, a functional block diagram of the liftsequence module 962 of FIG. 37 is shown. The lift sequence module 962includes an exhaust lead calibration module 1110 and an intake leadcalibration module 1112. The lift sequence module 962 allows forselecting which valves lead during a transition between lift modes. Forexample, the exhaust valves may change lift modes before the intakevalves. As another example intake valves may change lift modes beforethe exhaust valves.

The intake and exhaust lead modules 1110, 1112 receive a Lift_Seqindicating the lift sequence mode. The lift sequence mode may be aintake lead mode or an exhaust lead mode. The Lift_Seq activates theappropriate one of the intake and exhaust lead modules 1110, 1112.Output of the exhaust lead module 1110 is provided to a demultiplexer togenerate the intake and exhaust signals. Likewise, the output of theintake lead module 1012 is provided to a demultiplexer to also generatethe intake and exhaust signals. The output of the demultiplexers is usedto control the order of activation for modules 964 (exhaust) and 966(intake) based on Lift_Seq_Mode.

The exhaust lead module 1110 and the intake lead module 1112 controlactivation of exhaust and intake modules that may set lift solenoidenable flags for solenoids A-D. The intake solenoids and the exhaustsolenoids may be in low lift mode, high lift mode, in independent modes,transitioning between modes, or in intermediate modes mode for smoothtransitioning. In one embodiment, intake valves are operated in low liftwhile exhaust valves are operated in high lift to improve fuel economy.

Referring now to FIG. 47, a functional block diagram of the exhaust liftcontrol module 964 of FIG. 37 is shown. The exhaust lift control moduleincludes a mode switch case module 1120, an exhaust low to high module1122, an exhaust high to low module 1124, and an exhaust no changemodule 1126.

The mode switch case module 1120 generates E_Lift_Control_Case andactivation signals for the modules 1122-1126 that include E_Case2_Lo_Hi,E_Case1_Hi_Lo and E_Case0_NoChg, respectively. E_Lift_Control_Case andthe activation signals are generated based on Lift_Mode_Req and anexhaust lift mode active feedback (Lift_Mode_Last) signal.

The an exhaust low to high module 1122 generates an exhaust lift mode(Exh_Lift_Mode) signal based on Target_Angles, Lift_Mode_Req andLift_Mode_Last. The exhaust high to low module 1124 includes similarlogic as the exhaust low to high module 1122 and also generates anexhaust lift mode (Exh_Lift_Mode) signal based on Target_Angles,Lift_Mode_Req and Lift_Mode_Last. The outputs of the modules 1122 and1124 are provided to a merge device 1128, which generates E_Lift_Mode. Aone event delay of E_Lift_Mode is performed by device 1130 to generateLift_Mode_Last. The exhaust no change module 1126 indicates no change inlift mode based on Target_Angles and Lift_Mode_Last.

Referring now to FIG. 48, a functional block diagram of the mode switchcase module 1120 of FIG. 47 is shown. The mode switch case module 1120determines which, if any change in lift mode is requested to triggerappropriate logic. Lift_Mode Req bus includes E_Lift_Des, I_Lift_Des,Lift_SeqNode, and Lift _Seq_Delay. As examples, E_Lift Des equals one(1) may mean low lift operation of exhaust valves is requested;E_Lift_Des equals zero (0) may mean high lift operation of exhaustvalves is requested; I_Lift_Des equals one (1) may mean low liftoperation of intake valves is requested; I_Lift_Des equals zero (0) maymean high lift operation of intake valves is requested; Lift_Seq_Modeequals one (1) exhaust valves lead switch; Lift_SeqMode equals zero (0)intake valves lead switch; and Lift Seq_Delay may refer to a number ofevents to delay before performing a switch in lift modes. The modeswitch case module 1120 includes a mode request limit module 1140, anexhaust switch case module 1142, comparators 1144-1152, AND gates 1154,1156, and if/then/else modules 1158-1162.

The mode request limit module 1140 receives E_lift _Des from busLift_Mode_Req and a feedback output signal from the first if/then/elsemodule 1158, E_Lift_Control_Case. Module 1140 forces a minimum number ofengine events in each mode to prevent debounce E_Lift_Des. E_Lift_Desmay be a zero (0) or a one (1) to request high and low lifts operation,respectively. Output of the mode request limit module 1140 is comparedwith E_Lift_Mode_Last. E_Lift_Mode_Last may be a zero (1), a one (1), atwo (2), or a three (3) to represent a current mode of high lift, lowlift, high to low lift switch in process, or low to high lift switch inprocess, respectively. When the output of the mode request limit module1140 is equal to E_Lift_Mode_Last, output of the first comparator 1144is HIGH. When the output of the first comparator is HIGH, output of thefirst if/then/else module 1158 is zero (0) or E_Lift_Control_Case iszero (0). When the output of the first comparator is LOW thanE_Lift_Control_Case is set equal to the output of the secondif/then/else module 1160.

The output of the mode request limit module is compared with one (1) bythe second comparator 1146 and is compared with zero (0) by the fourthcomparator 1150. E_Lift_Mode_Last is compared with zero (0) by the thirdcomparator 1148 and one (1) by the fifth comparator 1152. Outputs of thesecond and third comparators 1146, 1148 are provided to the first ANDgate 1154. Outputs of the fourth and fifth comparators 1150, 1152 areprovided to the second AND gate 1156.

When the output of the first AND gate is HIGH, output of the secondif/then/else module 1160 is one (1). When the output of the first ANDgate is LOW, output of the second if/then/else module 1160 is set equalto the output of the third if/then/else module 1162.

When the output of the second AND gate is HIGH, output of the thirdif/then/else module 1162 is two (2). When the output of the second ANDgate is LOW, output of the third if/then/else module 1162 is three (3).

An E_Lift_Control_Case of zero (0) may refer to no change in lift mode,of one (1) may refer to a transition from high to low lift, of two (2)may refer to a transition from low to high lift, of three (3) may referto an invalid mode.

The exhaust switch case module 1142 may generate enable/disable signalsassociated which each of the possible states of E_Lift_Control_Case. Theoutputs of the exhaust switch case module 1142 may include no change(E_Case0_NoChg) signal, an exhaust high to low lift (E Case1_Hi_Lo)signal, and an exhaust low to high lift (E_Case2_Lo Hi) signal toactivate the corresponding modules 1122-1126.

Referring now to FIG. 49, a functional block diagram of the exhaust casetwo low-to-high module 1122 of FIG. 47 is shown. The exhaust case twolow-to-high module 1122 includes an action port 1150, a function callgenerator 1152, a low to high solenoid A module 1154, a low to highsolenoid B module 1156 and a low to high output mode module 1158.

The action port 1150 is activated by module 1120 The function callgenerator generates lift solenoid output state Sol_A, Sol_B signals andlimit output (LM_Out) signal. Sol_A and Sol_B are used to trigger thesolenoid A and B modules 1154 and 1156 and LM_Out is used to trigger theoutput module 1158 in sequence. The output module generatesExh_Lift_mode based on Lift_Mode_Last.

The solenoid A and B modules 1154, 1156 control operation of solenoids Aand B based on lift solenoid output states Sol_A, Sol_B. Sol_A and Sol_Bmay be zero(0) referring to a state of looking for a start angle, one(1) referring to a state of looking for an end angle, two (2) referringto a state of being near a target angle, three (3) referring to a stateof looking for a cylinder identification flag, and four (4) that outputof solenoid status is complete. When the crankshaft is near start anglefor solenoid A or B, the associated solenoid may be activated. Whensolenoid A or B is activated a flag may be generated to indicate theswitch. The cylinder identification flag is used for synchronized engineposition to indicate when in low or high lift at current crankshaftangle.

Referring now to FIGS. 50A-50D, a logic flow diagram illustrating amethod of controlling a valvetrain is shown. Although the followingsteps are described for a four cylinder engine having four solenoids forcontrol of intake and exhaust lift modes, they may be applied to otherengines. For the following steps, solenoid A controls exhaust valves forcylinders 1 and 2, solenoid B controls exhaust valves for cylinders 3and 4, solenoid C controls intake valves for cylinders 1 and 2, andsolenoid D controls intake valves for cylinders 3 and 4.

Solenoid control begins at 1200. In step 1202 when a lift mode changerequest is generated control proceeds to step 1204, otherwise controlends at 1203. In step 1204, when the lift mode request is for exhaustvalves and not for intake valves, control proceeds to step 1206,otherwise to step 1208. In step 1208, when the lift mode request is forintake valves and not for exhaust valves, control proceeds to step 1210,otherwise to step 1212 for lift mode request for both exhaust andintake. In step 1210 for intake and not exhaust, solenoids A and B forexhaust are set to done.

In step 1212, when a switch in exhaust valve lift mode leads a switch inintake valve lift mode, control proceeds to step 1207, otherwise to step1211. In step 1207, logic for the solenoids A and B is enabled. Afterstep 1207 control proceeds to step 1220. In step 1211, logic for thesolenoids C and D is enabled. After step 1211 control proceeds to step1250.

In step 1220, when a switch in exhaust valves A and B has occurred,control proceeds to step 1240, otherwise to step 1222. In step 1222,when solenoid A logic is enabled, control proceeds to step 1224,otherwise to step 1226. In step 1224, control runs solenoid A logic toperform a switch in lift mode and sets Exh A done flag when completed.In step 1228, when a switch has occurred for solenoid A, controlproceeds to step 1230, otherwise to step 1226. In step 1231, logic forsolenoid C is enabled.

In step 1226, when solenoid B logic is enabled control proceeds to step1232, otherwise to step 1238. In step 1232, control runs solenoid Blogic to perform a switch in lift mode for solenoid B and sets Exh BDone when completed. In step 1234, when solenoid B has switched modes,control proceeds to step 1236, otherwise to step 1238. In step 1236,control enables logic for the solenoid D.

In step 1238, when a switch has completed for both exhaust solenoids Aand B control proceeds to step 1240, otherwise to step 1280. In step1240, when a counter is greater than or equal to a delay (Seq.), controlproceeds to step 1242, otherwise to step 1244. In step 1244 the counteris incremented. In step 1242 when the intake valves have been switchedcontrol proceeds to step 1280, otherwise to step 1250.

In step 1250, when solenoids C and D have been switched control proceedsto step 1270, otherwise to step 1252. In step 1252, when solenoid Clogic is enabled, control proceeds to step 1254, otherwise to step 1256.In step 1254, control runs solenoid C logic to switch operating mode ofsolenoid C and sets Int C done flag when completed. In step 1258, whenthe switch for solenoid C is done, control proceeds to step 1260,otherwise to step 1256.

In step 1256, when solenoid D logic is enabled control proceeds to step1262. In step 1262, control runs solenoid D logic to switch operatingmode of solenoid D and sets Int D done flag when completed. In step1264, when a switch has been performed for solenoid D, control proceedsto step 1266, otherwise to step 1268. In step 1266, control enablessolenoid B logic. In step 1268 when a switch has occurred for solenoidsC and D, control proceeds to step 1270, otherwise to step 1280.

In step 1270, when the counter is greater than or equal to the delaySeq., control proceeds to step 1272, otherwise to step 1280. In step1272 when the exhaust solenoids have been switched, control proceeds tostep 1280, otherwise to step 1220.

In step 1280, when exhaust and intake solenoids have been switchedcontrol proceeds to step 1282, otherwise control may proceed to 1290 andend or return to step 1202 to complete the pending switch or performanother switch. In step 1282, a lift change complete indication isgenerated. In step 1284, enable flags which may have been set in theabove steps for solenoids A-D, are cleared for solenoids A-D. In step1286, done flags, which may have been set in the above steps forsolenoids A-D, are cleared. In step 1288, the counter is cleared. Afterstep 1288, control may proceed to step 1290 or return to step 1202.

The above-described steps are meant to be illustrative examples; thesteps may be performed sequentially, synchronously, simultaneously,continuously, during overlapping time periods or in a different orderdepending upon the application.

Referring now to FIG. 51, a state flow diagram illustrating a method ofcontrolling a valvetrain solenoid and reporting status flags are shown.

When a solenoid is in a high lift state, as generally indicated by state1300, and transition to a low lift state, control generates a high tolow lift change request. In state 1302, control monitors the crankshaftangle to locate a precalculated start angle. The start angle may, forexample, be based on a target angle to begin a switch and oil pressure,response time and voltage change at the solenoid.

When the crankshaft angle is near the start angle and the counter isgreater than the delay Seq., control proceeds to state 1304. In state1304, control compares a current crankshaft angle with a predeterminedcrankshaft angle. When the crankshaft angle is equal to thepredetermined crankshaft angle, control activates solenoid A.

When the crankshaft angle is past the start angle, control is in state1306. In state 1306, control looks for the target angle. When thecrankshaft angle is near the target angle and cylinder identification isa match, control determines that the solenoid is in low lift mode, asprovided by state 1308. States 1310-1314 are similar to states1302-1306, however they are modified for switching from low lift to highlift.

Those skilled in the art can now appreciate from the foregoingdescription that the broad teachings of the present invention can beimplemented in a variety of forms. Therefore, while this invention hasbeen described in connection with particular examples thereof, the truescope of the invention should not be so limited since othermodifications will become apparent to the skilled practitioner upon astudy of the drawings, the specification and the following claims.

1. A valve control system for an internal combustion engine comprising: a valve actuation system that actuates at least one of an intake valve and an exhaust valve between N open lift modes via lift control valves; and a control module that enables transitioning of at least one of said intake valve and said exhaust valve between said N open lift modes, wherein said control module defines M valve leading modes that indicate whether said intake valve transitions between said N open lift modes before, during the same time period, or after said exhaust valve, wherein said control module selectively transitions said intake valve and said exhaust valve based on a current one of said M valve leading modes, and wherein N and M are integers greater than one.
 2. The valve control system of claim 1 wherein said control module operates said valve actuating system in an intake valve leading mode.
 3. The valve control system of claim 1 wherein said control module, when in said intake leading mode, transitions said intake valve between said N open lift modes before said exhaust valve.
 4. The valve control system of claim 1 wherein said control module operates said valve actuating system in an exhaust valve leading mode.
 5. The valve control system of claim 4 wherein said control module, when in said exhaust leading mode, transitions said exhaust valve between said N open lift modes before said intake valve.
 6. The valve control system of claim 1 wherein said control module operates said valve actuating system in a valve non-leading mode.
 7. The valve control system of claim 6 wherein said control module, when in said valve non-leading mode, transitions both said intake and exhaust valves between said N open lift modes during the same time period.
 8. The valve control system of claim 6 wherein said control module, when in said valve non-leading mode, transitions both said intake and exhaust valves simultaneously between said N open lift modes.
 9. A method of operating a valve control system for an internal combustion engine comprising: actuating at least one of an intake valve and an exhaust valve between N open lift modes via lift control valves via a valve actuating system; and enabling transitioning of at least one of said intake valve and said exhaust valve between said N open lift modes, defining M valve leading modes that indicate whether said intake valve transitions between said N open lift modes before, during the same time period, or after said exhaust valve, selectively transitioning said intake valve and said exhaust valve based on a current one of said M valve leading modes, and wherein N and M are integers greater than one.
 10. The method of claim 9 wherein further comprising operating said valve actuating system in an intake valve leading mode.
 11. The method of claim 9 further comprising transitioning said intake valve between said N open lift modes before transitioning said exhaust valve between said N open lift modes when in said intake leading mode.
 12. The method of claim 9 further comprising operating said valve actuating system in an exhaust valve leading mode.
 13. The method of claim 12 further comprising transitioning said exhaust valve between said open lift modes before transitioning said intake valve between said N open lift modes when in said exhaust leading mode.
 14. The method of claim 9 further comprising operating said valve actuating system in a valve non-leading mode.
 15. The method of claim 14 further comprising transitioning both said intake and exhaust valves between said N open lift modes during the same time period when in said valve non-leading mode.
 16. The method of claim 14 further comprising transitioning both said intake and exhaust valves simultaneously between said N open lift modes when in said valve non-leading mode. 